SAMRAND DEVELOPMENT (PTY) LTD C2562/01TIA FEBRUARY 2019

Transcription

1 SAMRAND DEVELOPMENT (PTY) LTD C2562/1TIA PROPOSED MIXED-USE DEVELOPMENT TO BE LOCATED ON ERVEN 1 AND 2, KOSMOSDAL EXTENSION 14 CENTURION, PRETORIA TRAFFIC IMPACT ASSESSMENT FEBRUARY 219

2 REPORT SHEET PROJECT TITLE: PROPOSED MIXED-USE DEVELOPMENT ON ERVEN 1 AND 2 KOSMOSDAL EXTENSION 14, CENTURION, PRETORIA TRAFFIC IMPACT STUDY PREPARED FOR: SAMRAND DEVELOPMENT (PTY) LTD PREPARED BY: CIVIL CONCEPTS (PTY) LTD PROJECT TEAM: MM GOUNDEN TRAFFIC ENGINEER WA KHAN TECHNOLOGIST Copy Date Done By Checked Approved V1 DRAFT 1 11/2/219 WA KHAN MM Gounden MM Gounden V1 DRAFT 2 14/2/219 WA KHAN MM Gounden MM Gounden V1 DRAFT 3 22/2/219 WA KHAN MM Gounden MM Gounden V1 25/2/219 WA KHAN MM Gounden MM Gounden DECLARATION I certify that this study has been prepared under my immediate supervision and that I have experience and training in the field of traffic and transportation engineering. Signed: Name: Qualification: MM Gounden BSc Eng (Civil) Registration Number: ECSA DISCLAIMER This report has been prepared on the basis of information available at the date of publication. Civil Concepts (Pty) Ltd will not be liable for any loss, damage, cost or expense incurred or arising by reason of any person relying on information in this report. Reproduction of this report or any part (drawings, plans, models, data etc.) is not permitted without prior written consent of Civil Concepts (Pty) Ltd.

3 TABLE OF CONTENTS PAGE EXECUTIVE SUMMARY 1. INTRODUCTION Background Location Definitions Peak Hour Factor (PHF) and Base Saturation flow Time Horizons Determination of Road Upgrading PROPOSED LAND USE RIGHTS AND TRIP GENERATION Introduction Land Use Rights Trip Generation Trip Distribution and Assignment TRAFFIC AND THE ROAD NETWORK Traffic Counts Traffic Volumes Latent Rights Background Traffic Background and Development Traffic Road Network... 11

4 3.7 Proposed Upgrading of the Road Network EXISTING TRAFFIC OPERATIONS AND CONDITIONS Introduction Modes of Transport Traffic Operations TRAFFIC OPERATIONS Introduction Capacity Analysis Comparison ACCESS Introduction Marginal Access off Samrand Avenue Full Access off Rooihuiskraal Road (M37) PARKING PROVISION AND INTERNAL CIRCULATION Parking Provision Internal Circulation PUBLIC TRANSPORT AND NON-MOTORISED TRANSPORT FACILITIES Existing Public Transport Facilities and Non Motorised Transport Facilities Proposed Public Transport and Non Motorised Transport Facilities SUMMARY OF ROAD UPGRADES FINANCE AND COST ESTIMATES Introduction Improvement Costs - External Road Upgrades CONCLUSIONS... 34

5 11.1 Conclusions Recommendations REFERENCES FIGURES Figures 2.1 and 2.2 Figures 3.1 and 3.2 Figures 3.3 and 3.4 Figures 3.5 and 3.6 Figures 3.7 and 3.8 Figures 3.9 and 3.1 Figures 3.11 and 3.12 Figures 3.13 and 3.14 Figures 3.15 and 3.16 Figures 3.17 and 3.18 Figures 3.19 and 3.2 ANNEXURES The weekday morning and afternoon peak hour development Trips The 218 weekday morning and afternoon peak hour traffic Counts (PCUs) The 218 weekday morning and afternoon peak flow rate Traffic volumes 218 weekday morning and afternoon balanced peak flow Volumes The 219 weekday morning and afternoon peak hour traffic volumes The 224 weekday morning and afternoon peak hour traffic volumes The weekday morning and afternoon peak hour latent trips (Kosmosdal Extensions 9 and 91) developments The 219 weekday morning and afternoon peak hour background traffic volumes The 224 weekday morning and afternoon peak hour background traffic volumes The 219 weekday morning and afternoon peak hour background and development traffic volumes The 224 weekday morning and afternoon peak hour background and development traffic volumes ANNEXURE A ANNEXURE B ANNEXURE C ANNEXURE D ANNEXURE E Site Layout Plan Draft Annexure T City of Tshwane Road Masterplan Future Road Network Capacity Calculation Results

6 ANNEXURE F1 City of Tshwane existing traffic signal timing plans ANNEXURE F2 Detailed phasing and timings of the traffic signal ANNEXURE G Line of Sight Plan

7 EXECUTIVE SUMMARY Civil Concepts (Pty) Ltd was appointed by Samrand Development (Pty) Ltd to prepare a Traffic Impact Assessment (TIA) for a proposed mixed use development to be located in the north-western quadrant of the Samrand Avenue / Rooihuiskraal Road (M37) junction, on Erven 1 & 2 Kosmosdal Extension 12, Centurion, Pretoria. The proposed development will consist of a filling station, 49 m 2 GLA fast food and either a car wash facility (1 stalls) or 82 m 2 GLA vehicle fitment centre development. The proposed development consisting of a fast food and car wash facility was analysed, since it will generate the most trips. The fast food and a car wash facility / vehicle fitment centre will be built as ancillary components to the proposed filling station. This Traffic Impact Assessment (TIA) was prepared for the proposed development to determine the impact of the development trips on the surrounding road network and road upgrades required. This study was done in accordance with the Committee of Transport Officials (COTO) TMH 17 Trip Data Manual, (COTO) TRH26 South African Road Classification and Access Management Manual, (COTO) THM16 Volume 2 Traffic Impact and Site Traffic Assessment Standards and Requirements Manual and the Highway Capacity Manual (21), The Department of Transport s Manual for Traffic Impact Studies (Document RR 93/635) and the trip rates prescribed in the Institute if Transportation Engineers common trip generation rates for a Car Wash. It is anticipated that the development will generate 221 trips during the weekday morning and 3 trips during the afternoon peak hours, respectively. The base year (219) and five year horizon (224) are analysed as part of this study. The proposed mixed-use development will be serviced by two (2) accesses: A proposed marginal access (left-in, left-out only) off Samrand Avenue; and A proposed full access off Rooihuiskraal Road (M37). A topographical survey was conducted on Rooihuiskraal Road (M37) to check the sight distance, in order to warrant a full access to the proposed development site. Survey results concluded that the minimum requirements for sight distance are met, as prescribed in the UTG 1 Guidelines for the Geometric Design of Urban Arterial Roads (1986). There are no fixed obstructions that will hamper the sight distance from the development access. The design of the access and internal roads of the site are geometrically sound.

8 The peak hour development trips from the following Traffic Impact Study was considered as latent rights and the upgrades proposed were taken into account in this study: Proposed development on Part of the Remainder of Portion 2 of the Farm Olievenhoutbosch 389-JR, Kosmosdal Extensions 9 and 91 (previously Kosmosdal Extension 15) Addendum to the Traffic Impact Study (TIS2) done by Civil Concepts (Pty) Ltd, dated June 215 (report no. C239/1TIS2). The peak hour development trips from Proposed mixed use development on the Remainder of Portion 2 of the Farm Olievenhoutbosch 389-JR, Samrand Phase 3 (Kosmosdal Extensions 92) Addendum to the Traffic Impact Study (TIS2) done by Civil Concepts (Pty) Ltd, dated May 216 (report no. C233/2TIS2), were not considered as latent rights in this study as it may take 7-1 years for this development to be completed. A 3% annual growth rate was used to escalate the traffic counts to account for any unknown latent rights within the vicinity of the proposed development and accommodate an increase in vehicle ownership. No trip reductions were applied in this study. Five (5) junctions including accesses were analysed in this study. The capacity analyses show that some of the junctions will require upgrades to operate satisfactorily. Incremental road upgrades have been proposed at the problematic junctions to mitigate the effect of the proposed development. The capacity analysis results for the 219 and 224 background and development traffic volumes show that the analysed junctions will operate the same or better when compared to the 219 and 224 background traffic volumes. Parking will be provided within the site in accordance with the current Tshwane Town Planning Scheme 28 (Revised November 214). This Traffic Impact Assessment will be submitted to the City of Tshwane (CoT) for evaluation and approval.

9 1. INTRODUCTION 1.1 Background Civil Concepts (Pty) Ltd was appointed by Samrand Development (Pty) Ltd to prepare a Traffic Impact Assessment (TIA) for a proposed mixed use development to be located in the north-western quadrant of the Samrand Avenue / Rooihuiskraal Road (M37) junction, on Erven 1 & 2 Kosmosdal Extension 12, Centurion, Pretoria. The proposed development will consist of a filling station, 49 m 2 GLA fast food and either a car wash facility (1 stalls) or 82 m 2 GLA vehicle fitment centre development. The proposed development consisting of a fast food and car wash facility was analysed, since it will generate the most trips. The fast food and a car wash facility / vehicle fitment centre will be built as an ancillary components to the proposed filling station. The extent of the study area was determined in consultation with the City of Tshwane officials, by identifying the junctions within the vicinity of the development site on which the traffic to be generated by the proposed mixed-use development may have a significant impact. The objective of this study is to determine the impact of the proposed development trips on the adjacent road network. The proposed land use rights and trip generation are described first. This is followed by a description of the existing and proposed traffic volumes and the road network. The traffic operations at the junctions are calculated and upgrading proposals are made. The conclusions and recommendations are made at the end of the report. 1.2 Location The proposed development will be located in the north-western quadrant of the Samrand Avenue / Rooihuiskraal Road (M37) junction and it is bordered be bordered by Samrand Avenue to the south and Rooihuiskraal Road (M37) to the east as shown in Figure

10 KOSMOSDAL EXT 9 & 91 Proposed Marginal Access (Left-In, Left-Out Only) Proposed Full Access Proposed Mixed-Use Development Site Figure 1.1: Locality Plan 2

11 1.3 Definitions The following definitions from the 21 Highway Capacity Manual are applicable to this report: Capacity The maximum hourly rate at which vehicles can reasonably be expected to traverse a lane or roadway during a given period under prevailing roadway, traffic and control conditions. Volume The hourly rate (v/h), the actual flow rate for an approach or lane. Volume to capacity ratio (V/C) The ratio of flow to capacity. Level of Service (LOS) Level of Service is defined in terms of delay. Delay is a measure of driver discomfort, frustration, fuel consumption and lost travel time. The Levels of Service for junctions as defined in the 21 Highway Capacity Manual are shown in Table 1.1. TABLE 1.1: LEVEL OF SERVICE DEFINITIONS Control delay per vehicle (s/veh) Level of Service Signalised junctions Unsignalised junctions A < 1 < 1 B 1 to 2 1 to 15 C 2 to to 25 D 35 to to 35 E 55 to 8 35 to 5 F > 8 > Peak Hour Factor (PHF) and Base Saturation flow Peak Hour Factor (PHF) Peak rates of flow are related to hourly volumes using the Peak-Hour Factor (PHF). This factor is defined as the ratio of total hourly volume to the peak rate of flow within the hour: PHF = Total Hourly Volume/ (4 x Highest 15 min. volume) 3

12 The peak hour factors per approach were however calculated at the junctions analysed as shown in Figures 3.3 and 3.4. These PHF were used to calibrate the SIDRA model for the junctions analysed. Model calibration is the adjustment of constants and other model parameters in estimated or asserted models to make the models replicate observed data for a base year or otherwise produce more reasonable results Basic Saturation Flow The base saturation flow is a very important road traffic performance measure of the maximum rate of flow of traffic. The base saturation flow rates considered in this traffic study are shown in Table 1.2 below. TABLE 1.2: BASE SATURATION FLOW RATES Base Saturation Flow Approach Lanes (per lane) Rates (PCU/hr/ln) Through lanes 25 Right-turn, left-turn and shared lanes 16 Slip lanes (give-way/signalised) Time Horizons The base year (219) and the horizon year (224) are analysed as part of this study. A 5-year horizon (224) was analysed as part of this (TIA) to determine transportation improvements that are required to accommodate the proposed development as prescribed in in the Committee of Transport Officials (COTO) TMH 16, Volume 1 South African Traffic Impact and Site Traffic Assessment Manual, Version 1. (dated August 212). The weekday morning and afternoon peak hours are analysed. 1.6 Determination of Road Upgrading The Department of Transport s Manual for Traffic Impact Studies (Document RR 93/635) states: The recommended criteria that should be used to measure the level of upgrading/ improvement required, is the LOS and the v/c ratio. In urban areas, it is recommended that either of the following two LOS be used to determine whether a junction should be upgraded, on condition that the contribution of the proposed 4

13 development is at least 2% of the sum of the critical volume on a lane basis of the junction assessed: All elements of a junction should operate at LOS D or better and a v/c ratio less than.95 during the peak hour of the roadway system. In areas where the baseline LOS is E or worse, or the v/c ratio is greater than.95, this baseline (i.e. prior to development) LOS must be maintained or improved for the situation with the development included. The baseline LOS includes all committed (funded) road improvements and all non-site traffic (including existing site traffic) but exclude the additional traffic that will be generated by the proposed development. It should, however, be debated whether an application should be approved if the baseline LOS is E or worse and it is not practical to upgrade the junction any further. Engineering judgement should further be used in the case of the LOS of specifically right turning movements across high opposing traffic volumes at signalised junctions, due to the number of vehicles that are turning during the intergreen period / typically between 1 to 4 vehicles per cycle, depending on the junction layout. It is not realistic to upgrade a junction if a small number of right turning vehicles experience a LOS E or F. The same is also true if a level of service E/F is experienced by a small number of vehicles entering a major road from a minor road. The determination of the necessary upgrading and improvement to the road infrastructure needs to be determined for the with and without-development scenarios for the opening year and the horizon year(s). The following procedure should be followed to determine the necessary road upgrading: Calculate the LOS, v/c ratios and the site traffic as a percentage of the critical flows at the junction for every scenario. If the LOS is worse than LOS D for the with-development scenario but not for the withoutdevelopment scenario, the developer is responsible for all the required road upgrading. If the LOS is worse than D for the with- and without-development scenarios, the developer is only responsible for the incremental upgrading to obtain the same LOS and v/c ratio as for the without-development scenario. Although in many instances the professional judgement of the traffic engineer is needed to determine the required road upgrading by the developer, the basic principles as laid down above must be adhered to. 5

14 2. PROPOSED LAND USE RIGHTS AND TRIP GENERATION 2.1 Introduction The proposed land use rights of the site are described first. This is followed by the trip generation of the proposed rights. Trip assignments and distributions are then provided. 2.2 Land Use Rights The proposed land use rights are shown in Table 2.1. TABLE 2.1: PROPOSED LAND USE RIGHTS Erven Land-Use Extent (GLA) 1 & 2 Special for the purpose of a Filling Station - 1 & 2 Fast Food 49m 2 1 & 2 Car Wash or Vehicle Fitment Centre 1 Stalls or 82m 2 Site layout plan is included in ANNEXURE A. A copy of the Conditions of Establishment (Draft Annexure T) for the proposed land-use rights is included in ANNEXURE B. 2.3 Trip Generation Introduction The trip rates prescribed in the Committee of Transport Officials (COTO) TMH 17 - Trip Data Manual, Version 1. (dated September 213) and Institute of Transportation Engineers Common Trip Generation Rates (for a Car Wash), were used to calculate the development trips. A trip rate of 45 trips per 1 m 2 for weekday morning and a trip rate of 5 trips per 1 m 2 for the weekday afternoon peak hour, were used for the trip generation calculations for the fast food component. There are no trip rates for Saturday in the COTO manual, for a fast food. A trip rate of 5.54 trips per Stall is used for the weekday afternoon trip generation calculations for the car wash facility. There are no trip rates for weekday morning and Saturday in the Institute of Transportation Engineers Common Trip Generation Rates manual, for a car wash facility Trip Reductions No trip reductions were applied in this traffic study. 6

15 2.3.3 Trip Generation The proposed filling station will not generate new trips. It will intercept traffic from the adjacent street network. The filling station component of the proposed development will generate a negligible number of new trips. The weekday morning and afternoon peak hour trip generations for the proposed mixed-use development are shown in Tables 2.2 and 2.3, respectively. TABLE 2.3: WEEKDAY MORNING PEAK HOUR TRIP GENERATION Land-Use Split Peak Hour Trips Extent Trip Rate Rights In Out In Out Total Proposed Fast Food 49 m / 1 m 2 55% 45% Car Wash 1 Stalls TOTAL TRIPS GENERATED TABLE 2.4: WEEKDAY AFTERNOON PEAK HOUR TRIP GENERATION Land-Use Split Peak Hour Trips Extent Trip Rate Rights In Out In Out Total Proposed Fast Food 49 m 2 5. / 1 m 2 55% 45% Car Wash 1 Stalls 5.54 / Stall 5% 5% TOTAL TRIPS GENERATED Trip Distribution and Assignment The proposed mixed-use development trips were distributed and assigned to the adjacent road network based on the expected origins and destinations to and from the site. The road network, trip distribution assignment and the development framework information of the study area are shown on schematic diagrams as required in TMH 16 South African Traffic Impact and Site Traffic Assessment Manual, Version 1., August 212 (refer to Figures 2.1 and 2.2 and 3.1 to 3.2 for the schematic plans). The weekday morning and afternoon peak hour trip distributions and assignments are shown in Figures 2.1 and 2.2, respectively. 7

16 3. TRAFFIC AND THE ROAD NETWORK 3.1 Traffic Counts A weekday 24 hour classified traffic count survey was carried out on 9 October 218 at the Rooihuiskraal Road (M37) / Samrand Avenue junction. Weekday morning and afternoon peak hour classified traffic count surveys were conducted by Trafsol on 22 November 218 at the following junctions: Rooihuiskraal Road (M37) / Waterberg Road; Rooihuiskraal Road (M37) / Rietspruit Road; Samrand Avenue / Rietspruit Road; and Samrand Avenue / Watercress / Coqui Francolin. The classified traffic counts were converted to Passenger Car Units (PCUs) using the following factors: 1 for a car; 1.5 for a taxi; and 3 for heavies (buses and trucks). The weekday morning and afternoon peak hour traffic counts (PCUs) are shown in Figures 3.1 and 3.2, respectively. The 219 weekday morning and afternoon peak hour traffic volumes are shown in Figures 3.3 and 3.4, respectively. The weekday morning and afternoon peak hour peak flow rates are shown in Figures 3.3 and 3.4, respectively. The 218 peak hour flow rate traffic volumes were then balanced to eliminate discrepancies in the traffic flows between the Samrand Avenue / Watercress / Coqui Francolin, Rooihuiskraal Road (M37) / Samrand Avenue and Rooihuiskraal Road (M37) / Forest White junctions. The 218 weekday morning and afternoon peak hour balanced flow rate traffic volumes are shown in Figures 3.5 and 3.6, respectively. 8

17 3.2 Traffic Volumes Traffic Volumes The 218 weekday morning and afternoon peak hour traffic counts (PCUs) were escalated at a 3% annual growth rate over 1 year to obtain the 219 peak hour traffic volumes. The 3% annual growth rate was used to account for an increase in private vehicle ownership and any unknown latent rights within the vicinity of the proposed development site. The 219 weekday morning and afternoon peak hour traffic volumes are shown in Figures 3.7 and 3.8, respectively Traffic Volumes The 218 weekday morning and afternoon peak hour traffic counts (PCUs) were escalated at a 3% annual growth rate over 6 years to obtain the 224 peak hour traffic volumes. The 224 weekday morning and afternoon peak hour traffic volumes are shown in Figures 3.9 and 3.1, respectively. 3.3 Latent Rights The peak hour development trips from the following Traffic Impact Study or development was considered as latent rights and the upgrades proposed were taken into account in this study: Proposed development on Part of the Remainder of Portion 2 of the Farm Olievenhoutbosch 389-JR, Kosmosdal Extensions 9 and 91 (previously Kosmosdal Extension 15) Addendum to the Traffic Impact Study (TIS2) done by Civil Concepts (Pty) Ltd, dated June 215 (report no. C239/1TIS2). The peak hour development trips from Proposed mixed use development on the Remainder of Portion 2 of the Farm Olievenhoutbosch 389-JR, Samrand Phase 3 (Kosmosdal Extensions 92) Addendum to the Traffic Impact Study (TIS2) done by Civil Concepts (Pty) Ltd, dated May 216 (report no. C233/2TIS2), were not considered as latent rights in this study as it may take 7-1 years for this development to be completed. The Kosmosdal Extensions 9 and 91 weekday morning and afternoon peak hour latent development trips are shown in Figures 3.11 and 3.12, respectively. 9

18 3.4 Background Traffic Background Traffic Volumes The weekday morning and afternoon peak hour latent trips were added to the 219 weekday morning and afternoon peak hour traffic volumes to obtain the 219 peak hour background traffic volumes. The 219 weekday morning and afternoon peak hour background traffic volumes are shown in Figures 3.13 and 3.14, respectively Background Traffic Volumes The weekday morning and afternoon peak hour latent trips were added to the 224 weekday morning and afternoon peak hour traffic volumes to obtain the 224 peak hour background traffic volumes. The 224 weekday morning and afternoon peak hour background traffic volumes are shown in Figures 3.15 and 3.16, respectively. 3.5 Background and Development Traffic Background and Development Traffic Volumes The weekday morning and afternoon peak hour development trips were added to the 219 background peak hour volumes to obtain the 219 background and development peak hour traffic volumes. The 219 weekday morning and afternoon peak hour background and development traffic volumes are shown in Figures 3.17 and 3.18, respectively Background and Development Traffic Volumes The weekday morning and afternoon peak hour development trips were added to the 224 background peak hour volumes to obtain the 224 background and development peak hour traffic volumes. The 224 weekday morning and afternoon peak hour background and development traffic volumes are shown in Figures 3.19 and 3.2, respectively. 1

19 3.6 Road Network Existing Road Network - According to the City of Tshwane s 215 Road Masterplan prepared by Tolplan (February 215) and the Gauteng Department of Roads and Transport Strategic Road Network Masterplan, (August 21) (refer to ANNEXURE C for the extract from the City of Tshwane Road Master Plan). N1 freeway is a class 1 road that lies to the east of the proposed development site. It runs in a north-south direction and serves an important mobility function to Centurion and Midrand. Samrand Avenue is a class 3 road that runs in an east-west direction to the north of the proposed development site. This road intersects with Rooihuiskraal Road, Rietspruit Road in the form of signalised junctions and the N1 freeway ramp terminals. This road will serve a marginal access to the proposed development. Rietspruit Road is a class 4a road that lies to east of the proposed development site. It intersects with Rooihuiskraal Road to the south and Samrand Avenue to the north. Access to the development will be off Rietspruit Road. Rooihuiskraal Road (M37) is a class 3 road that lies to the west of the proposed development site and runs in a north-south direction. A partial access to the proposed development will be off Rooihuiskraal Road. Waterberg Road is a class 3 road that links up with Rooihuiskraal Road (M37) to form a signalized T-junction. This road is located to the north of the proposed development site. Watercress is a class 4b road which intersects with Samrand Avenue and Coqui Francolin to form a 4-leggd priority controlled junction. This road serves as an access to Kosmosdal Extension 81 residential development. Coqui Francolin is class 4a road which intersects with Samrand Avenue and Watercress to form a 4-legged priority controlled junction Future Road Network (refer to ANNEXURE D for the Future Road Network). Lever Road (K27), Rietspruit Road and Samrand Avenue will in future be extended towards the west to intersect with the future K71 and K73. There are planned provincial roads (K54 and K71) to the west of the proposed development site and both run in a north-south direction. These roads will intersect with the extensions of Rietspruit Road and Samrand Avenue. 11

20 3.7 Proposed Upgrading of the Road Network Incremental upgrading were proposed for the background and development traffic scenarios at the problematic junctions where the LOS was worse than D or with a degree of Saturation or (v/c ratio) higher than 95% than the background traffic scenario (refer to Section 9 of this report for the schematic SIDRA upgrade layouts). 12

21 4. EXISTING TRAFFIC OPERATIONS AND CONDITIONS 4.1 Introduction A site visit was done on 22 November 218 to obtain the existing lane configurations of the junctions to be analysed and observe the existing traffic operations within the subject area. The information regarding the site investigation is provided below. The public transport and Non-Motorised facilities are addressed in Section 8 of this report. 4.2 Modes of Transport Rooihuiskraal Road (M37) and Samrand Avenue are main roads that serve an important mobility function within the Kosmosdal, Centurion area. These roads are used by all modes of transport (public and private transport) to commute to and from Kosmosdal and the surrounding suburban areas within the City of Tshwane. 4.3 Traffic Operations Online Traffic Operation Information An online traffic analysis was done using Google map live traffic application over the three days period during the weekday morning and afternoon peak hours, at the following junctions: Samrand Avenue / Rooihuiskraal Road (M37); Rooihuiskraal Road (M37) / Waterberg Road; Rooihuiskraal Road (M37) / Rietspruit Road; Samrand Avenue / Rietspruit Road; and Samrand Avenue / Watercress / Coqui Francolin. Table 5.1 shows live traffic analysis recorded from each approach for the weekday morning and afternoon peak hours, respectively. 13

22 TABLE 5.1: WEEKDAY MORNING AND AFTERNOON PEAK HOUR AVERAGE QUEUE LENGTH JUNCTION Samrand Avenue / Rooihuiskraal Road (M37); APPROACH AM PEAK HOUR QUEUE LENGTH PM PEAK HOUR QUEUE LENGTH SOUTH Free Flow Free Flow EAST Free Flow Free Flow NORTH Free Flow Free Flow WEST Free Flow Free Flow SOUTH Free Flow Free Flow Rooihuiskraal Road (M37) / Waterberg Road EAST NORTH Free Flow Poor Progression WEST Free Flow Free Flow SOUTH Free Flow Free Flow Rooihuiskraal Road (M37) / Rietspruit Road EAST Poor Progression Congestion Observed Approx. 5m NORTH Poor Progression Free Flow WEST Poor Progression Free Flow Samrand Avenue / Rietspruit Road Samrand Avenue / Watercress / Coqui Francolin SOUTH Congestion Observed Approx. 4m Free Flow EAST Free Flow Free Flow NORTH WEST Congestion Observed Approx. 5m Congestion Observed Approx. 6m Poor Progression Free Flow SOUTH Free Flow Free Flow EAST Free Flow Free Flow NORTH Free Flow Free Flow WEST Free Flow Free Flow Site Traffic Observation Major delays and traffic queues were observed at the Samrand Avenue / Rietspruit Road and Rooihuiskraal Road (M37) / Rietspruit Road signalised junctions, during the morning and afternoon peak hours. Samrand Avenue is the only road that serves an access to N1 on-ramps / off-ramps in the Kosmosdal area, therefore majority of the drivers use this road to get on and 14

23 off the N1 freeway. This results in major congestions during the weekday morning and afternoon peak hours on the Samrand Avenue / Rietspruit Road junction Existing Infrastructure Samrand Avenue / Watercress / Coqui Francolin is currently a priority controlled junction. There are existing street lights and pedestrian walk ways provided at this junction and along Samrand Avenue. Following junctions are currently signalized: Rooihuiskraal Road (M37) / Samrand Avenue; Rooihuiskraal Road (M37) / Waterberg Road; Rooihuiskraal Road (M37) / Rietspruit Road; and Samrand Avenue / Rietspruit Road. There are existing street lights and pedestrian walk ways provided at these junctions, along Rooihuiskraal Road (M37) and Samrand Avenue Road Conditions The road surface conditions are in a fair condition along all roads. The road markings are visible at all approaches to all the junctions. The photos (Figures 4.1 to 4.4) illustrate that the roads are in a fair to good condition, with sufficient stopping sight distances and the road markings are visible to both pedestrian and motorists at all junctions. 15

24 FIGURE 4.1: SAMRAND AVENUE / WATERCRESS / COQUI FRANCOLIN FIGURE 4.2: ROOIHUISKRAAL ROAD (M37) / WATERBERG ROAD 16

25 FIGURE 4.3: ROOIHUISKRAAL ROAD (M37) / RIETSPRUIT ROAD FIGURE 4.4: ROOIHUISKRAAL ROAD (M37) / RIETSPRUIT ROAD 17

26 5. TRAFFIC OPERATIONS 5.1 Introduction The SIDRA Intersection 5. and AUTO J (Automated Junction Analysis) software programs were used for the capacity analysis calculations. The following junctions were analysed as part of the study: Rooihuiskraal Road (M37) / Waterberg Road; Rooihuiskraal Road (M37) / Samrand Avenue; Rooihuiskraal Road (M37) / Rietspruit Road; Samrand Avenue / Rietspruit Road; Samrand Avenue / Watercress / Coqui Francolin; and Rooihuiskraal Road (M37) / Full Access. The signalised, roundabout, priority-controlled and yield priority-controlled junctions were analysed using SIDRA whilst the all-way stop junctions controlled were analysed using AUTO J. AUTO J does not have an option to specify the User Given Phase Times (allow user to program times and replicate the existing or observed timings on site). AUTO J is a program which simulates and optimizes intersection design. It compares 25 types of intersection control devices simultaneously, including two-way Stop streets ( main road not stopped), all-way stop streets, roundabouts and mini-circles, two stage traffic signals, three stage signals, lagging and leading (six possibilities), four stage signals, lagging, leading and combinations (nine possibilities) and separate split stage signals and combinations (five possibilities). The average capacity results per junction is given in this section, however in accordance with Section of the TMH16 Volume 2 South African Traffic Impact and Site Traffic Assessment Standards and Requirements Manual (Version 1., August 212) as published by the Committee of Transport Officials (COTO), detailed capacity analysis results for all individual movements of the junctions are provided in ANNEXURE E of this report. The existing traffic signal timing plans were obtained from the City of Tshwane (CoT), were used when analysing the background scenario (refer to ANNEXURE F1). Detailed phasings and timings of the traffic signals are included in ANNEXURE F2. 18

27 5.2 Capacity Analysis Comparison The capacity analysis results per approach for the background and background with development traffic volumes are shown in Table 5.1 below. TABLE 5.1: BACKGROUND AND BACKGROUND WITH DEVELOPMENT CAPACITY ANALYSIS COMPARISON FOR MORNING AND AFTERNOON PEAK HOUR JUNCTION APPROAC H TRAFFIC CONTROL CONDITION Background AM PEAK HOUR PM PEAK HOUR AM PEAK HOUR PM PEAK HOUR Background + Development Background Background + Development Background Background + Development Background Background + Development v/c ratio SOUTH delay (sec) LOS B C C D B C C D v/c ratio EAST delay (sec) SAMRAND AVENUE / ROOISHUISKRAAL ROAD M37 LOS C C C C C C C C v/c ratio NORTH delay (sec) LOS E C D E F D E E v/c ratio WEST delay (sec) LOS D D D E D D D E v/c ratio SOUTH delay (sec) WATERBERG ROAD / ROOIHUISKRAAL ROAD (M37) NORTH WEST LOS A A B B A A B B v/c ratio delay (sec) LOS B B A A B B B B v/c ratio delay (sec) LOS D D D D E E D D 19

28 TABLE 5.1: (CONTINUED) JUNCTION APPROACH SOUTH TRAFFIC CONTROL CONDITION Background AM PEAK HOUR PM PEAK HOUR AM PEAK HOUR PM PEAK HOUR Background + Development Background Background + Development Background Background + Development Background Background + Development v/c ratio delay (sec) LOS F F F F F F F F v/c ratio EAST delay (sec) SAMRAND AVENUE / RIETSPRUIT ROAD LOS C C F F C C F F v/c ratio NORTH delay (sec) LOS B B B B B B B B v/c ratio WEST delay (sec) LOS C C D D C C D D v/c ratio SOUTH delay (sec) LOS C C B B E E B B v/c ratio EAST delay (sec) ROOIHUISKRAAL ROAD (M37) / RIETSPRUIT ROAD LOS C C C C C C C C v/c ratio NORTH delay (sec) LOS C C C C C C C C v/c ratio WEST delay (sec) LOS D D C C D D C C 2

29 TABLE 5.1: (CONTINUED) JUNCTION APPROACH SOUTH TRAFFIC CONTROL CONDITION Background AM PEAK HOUR PM PEAK HOUR AM PEAK HOUR PM PEAK HOUR Background + Development Background Background + Development Background Background + Development Background Background + Development v/c ratio N/A delay (sec) N/A LOS A A F F N/A A F F v/c ratio EAST delay (sec) WATERCRESS ROAD / SAMRAND AVENUE LOS A A B B A A B B v/c ratio NORTH delay (sec) LOS B B A A B B A A v/c ratio WEST delay (sec) LOS A A A A A A A A Legend: V/C ratio - Volume to capacity ratio LOS - Level of Service N/A - The average junction delay is not a good LOS measure for a priority control junction due to zero delays associated with major road movements. The Samrand Avenue / Rietspruit Road junction will experience delay and capacity problems for the 219 and 224 weekday morning and afternoon peak hour background traffic scenarios (without development trips). Less than 75 development trips are expected to be added to the critical lanes of this junction, therefore no upgrades are proposed at this junction for background with development traffic scenarios. The Watercress Road / Samrand Avenue / Coqui Francolin junction is currently not signalised and will experience delay and capacity problems for the 219 and 224 weekday afternoon peak hour background traffic scenarios (without development trips). Less than 75 development trips are expected to be added to the critical lanes of this junction. It is proposed that this junction be signalised by the Kosmosdal Extension 81 existing residential development. 21

30 The capacity analysis results per approach for the background with development traffic volumes at the Rooihuiskraal Road (M37) / Full Access junction are shown in Table 5.2 below. TABLE 5.2: BACKGROUND WITH DEVELOPMENT CAPACITY ANALYSIS RESULTS FOR MORNING AND AFTERNOON PEAK HOUR TRAFFIC CONTROL JUNCTION APPROACH AM PEAK HOUR PM PEAK HOUR AM PEAK HOUR PM PEAK HOUR CONDITION Background + Development Background + Development Background + Development Background + Development ROOIHUISKRAAL ROAD M37 / FULL ACCESS SOUTH EAST NORTH WEST v/c ratio delay (sec) LOS B B B B Avg Queue Length (m) v/c ratio delay (sec) LOS Avg Queue Length (m) v/c ratio delay (sec) LOS B B B B Avg Queue Length (m) v/c ratio delay (sec) LOS B B B C Avg Queue Length (m) Legend: V/C ratio - Volume to capacity ratio LOS - Level of Service N/A - The average junction delay is not a good LOS measure for a priority control junction due to zero delays associated with major road movements. Queue length analysis at Rooihuiskraal Road (M37) / Full Access junction show that 25m length right-turn lane on the northern approach is sufficient and the junction will operate satisfactorily for the 219 and 224 weekday morning and afternoon peak hour background with development traffic scenario. 22

31 The results indicate that the following junction will experience capacity and delay problems during the 219 and / or 224 weekday morning and afternoon peak hour background traffic scenarios: Rooihuiskraal Road (M37) / Samrand Avenue; and Furthermore the results show that this junction will operate better during the 219 and 224 weekday morning and afternoon peak hour background and development traffic scenarios with the proposed incremental upgrades in place. Queue length analysis at Rooihuiskraal Road (M37) / Full Access junction show that 25m length right-turn lane from the northern approach is sufficient. 23

32 6. ACCESS 6.1 Introduction The proposed mixed use development will be serviced by two (2) accesses. A proposed marginal access (left-in, left-out only) off Samrand Avenue and a proposed full access off Rooihuiskraal Road (M37). 6.2 Marginal Access off Samrand Avenue A proposed marginal access will be provided to development site off Samrand Avenue (refer to ANNEXURE A for a site layout plan). The proposed access configuration is shown in Figure 6.1 below. FIGURE 6.1: PROPOSED MARGINAL ACCESS OFF SAMRAND AVENUE 24

33 6.3 Full Access off Rooihuiskraal Road (M37) A proposed full access to the development site will be provided off Rooihuiskraal Road (M37). A topographical survey was conducted on Rooihuiskraal Road (M37) to check the sight distance, in order to warrant a full access to the proposed development site. Survey results concluded that the minimum requirements for sight distance are met, as prescribed in the UTG 1 Guidelines for the Geometric Design of Urban Arterial Roads (1986). There are no fixed obstructions that will hamper the sight distance from the development access. The design of the access and internal roads of the site are geometrically sound (refer to ANNEXURE G for Line of Sight Plan). The proposed access configuration is shown in Figure 6.2 below. FIGURE 6.2: PROPOSED FULL ACCESS OFF ROOIHUISKRAAL ROAD (M37) 25

34 7. PARKING PROVISION AND INTERNAL CIRCULATION 7.1 Parking Provision Parking will be provided within the site in accordance with the current Tshwane Town Planning Scheme 28 (Revised November 214). 7.2 Internal Circulation A Site Traffic Assessment (STA) will be done at the SDP stage to demonstrate the internal circulation (swept path analysis) within the proposed development and at the access to the development site. 26

35 8. PUBLIC TRANSPORT AND NON-MOTORISED TRANSPORT FACILITIES 8.1 Existing Public Transport Facilities and Non Motorised Transport Facilities Rooihuiskraal Road (M37) Samrand Avenue serve an important mobility function within the Kosmosdal and Centurion area. The roads are used by all modes of transport (public and private transport) to transport people to and from Centurion and the surrounding suburbs. Taxi/ Bus Lay-bys or Stops: There are existing bus-bys up-stream and down-stream, along Samrand Avenue; There are existing bus-bys up-stream and down-stream, along Rooihuiskraal Road (M37); and There are existing bus-bys up-stream and down-stream, along Rietspruit Road. There are paved walk ways Rooihuiskraal Road (M37), Samrand Avenue and Rietspruit Road. 8.2 Proposed Public Transport and Non Motorised Transport Facilities No additional public transport facilities are proposed. It is recommended that pedestrian walkways be provided along the site frontage of the proposed development in consultation with the City of Tshwane (CoT). 27

36 9. SUMMARY OF ROAD UPGRADES PROPOSED MIXED-USE DEVELOPMENT - EXISTING AND PROPOSED UPGRADES CONFIGURATIONS 1. SAMRAND AVENUE / ROOIHUISKRAAL ROAD EXISTING BACKGROUND BACKGROUND + DEVELOPMENT N/A Receiving lane on the northern approach has to be extended to 1m. The traffic signal timings and phasings have to be adjusted 28

37 2. WATERBERG ROAD / ROOIHUISKRAAL ROAD EXISTING BACKGROUND BACKGROUND + DEVELOPMENT N/A N/A 29

38 3. RIETSPRUIT ROAD / SAMRAND AVENUE EXISTING BACKGROUND BACKGROUND + DEVELOPMENT The junction will experience delay and capacity problems for the 219 and 224 weekday morning and afternoon peak hour background traffic scenarios (without development trips). Less than 75 development trips are expected to be added to the critical lanes of this junction, therefore no upgrades are proposed at this junction. N/A 3

39 4. RIETSPRUIT ROAD / ROOIHUISKRAAL ROAD EXISTING BACKGROUND (Proposed by Latent Developments) BACKGROUND + DEVELOPMENT N/A Proposed road upgrades by the Kosmosdal Extension 9 and 91. These road upgrades have not yet been implemented. 31

40 5. WATERCRESS STREET / SAMRAND AVENUE / COQUI FRANCOLIN EXISTING BACKGROUND BACKGROUND + DEVELOPMENT The junction will experience delay and capacity problems for the 219 and 224 weekday afternoon peak hour background traffic scenarios (without development trips). Less than 75 development trips are expected to be added to the critical lanes of this junction. It is proposed that this junction be signalised by the Kosmosdal Extension 81 existing residential development. N/A 32

41 1. FINANCE AND COST ESTIMATES 1.1 Introduction The developer will mitigate the effects of development traffic on the surrounding road network by doing the proposed road upgrades to accommodate the background with development traffic as described in the previous section (Section 9). 1.2 Improvement Costs - External Road Upgrades The estimated cost (excluding VAT) are shown below. Rooihuiskraal Road (M37) / Samrand Avenue R 75 (Timings Adjustment). Rooihuiskraal Road (M37) / Samrand Avenue (Construction Costs). 33

42 11. CONCLUSIONS 11.1 Conclusions The proposed development will consist of a filling station, 49 m2 GLA fast food and either a car wash facility (1 stalls) or 82 m2 GLA vehicle fitment centre development. The proposed mixed-use development will be serviced by two (2) accesses. A proposed marginal access (left-in, left-out only) off Samrand Avenue and a proposed full access off Rooihuiskraal Road (M37). Road upgrades were proposed at Rooihuiskraal Road (M37) / Samrand Avenue junction to mitigate the effect of the development traffic volumes Recommendations It is recommended that: the developer carries out the incremental road upgrades proposed to mitigate the effect of development trips. parking and non - motorised facilities be provided by the developer in consultation with the relevant departments of the City of Tshwane (CoT); and this Traffic Impact Assessment (TIA) in support of the a proposed mixed use development to be located on Erven 1 and 2 Kosmosdal Extension 12, Centurion, Pretoria, be approved. 34

43 REFERENCES 1. Akcelik & Associates Pty Ltd, (July 21) aasidra 5., Victoria, Australia. 2. Committee of Transport Officials, (September 213) TMH17 - South African Trip Data Manual, Version 1.1, Pretoria, South Africa. 3. BKS (Pty) Ltd, (July 1998) Pretoria s Policy for Traffic Impact Studies, City Council of Pretoria, Pretoria, South Africa. 4. Transportation Research Board, (21) Highway Capacity Manual 21, Washington, D.C, USA. 5. Committee of Transport Officials, (August 212) THM16 Volume 2 South African Traffic Impact and Site Traffic Assessment Standards and Requirements Manual, Version 1., Pretoria, South Africa. 6. Tolplan (Pty) Ltd, (February 213) City of Tshwane Road Master plan, City of Tshwane, Pretoria, South Africa. 7. ITS Engineers (Pty) Ltd, (September 29) Proposed development on Part of the Remainder of Portion 2 of the Farm Olievenhoutbosch 389-JR (Kosmosdal Extension 15) Traffic Impact Study (TIS), (report no. ITS 2615), Pretoria, South Africa. 8. ITS Engineers (Pty) Ltd, (October 29) Proposed development on Part of the Remainder of Portion 2 of the Farm Olievenhoutbosch 389-JR (Kosmosdal Extension 14) Traffic Impact Study (TIS), (report no. ITS 2615), Pretoria, South Africa. 9. Trafsol, (March 215) Samrand Phase 3 Traffic Survey, Johannesburg, South Africa.

44 FIGURES

45 3% 16% 5% 4% 21 1% 2% 16 RIETSPRUIT ROAD 5% Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN ROOIHUISKRAAL ROAD (M37) DEVELOPMENT SITE RIETSPRUIT ROAD FOREST WHITE STREET WATERCRESS 5 17% SAMRAND AVENUE COQUI FRANCOLIN IN OUT ROOIHUISKRAAL ROAD (M37) % WEEKDAY MORNING PEAK HOUR DEVELOPMENT TRIPS AND ASSIGNMENTS FIGURE 2.1

46 3% 16% 17% 5% 4% 1% 2% 22 RIETSPRUIT ROAD 5% Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN ROOIHUISKRAAL ROAD (M37) DEVELOPMENT SITE RIETSPRUIT ROAD FOREST WHITE STREET WATERCRESS SAMRAND AVENUE COQUI FRANCOLIN IN OUT ROOIHUISKRAAL ROAD (M37) % WEEKDAY AFTERNOON PEAK HOUR DEVELOPMENT TRIPS AND ASSIGNMENTS FIGURE 2.2

47 SAMRAND AVENUE COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) ROOIHUISKRAAL ROAD (M37) 949 WATERCRESS 949 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 632 FOREST WHITE STREET DEVELOPMENT SITE RIETSPRUIT ROAD RIETSPRUIT ROAD WEEKDAY MORNING PEAK HOUR TRAFFIC COUNTS (PCUs) FIGURE 3.1

48 SAMRAND AVENUE COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) ROOIHUISKRAAL ROAD (M37) Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN FOREST WHITE STREET WATERCRESS DEVELOPMENT SITE RIETSPRUIT ROAD RIETSPRUIT ROAD WEEKDAY AFTERNOON PEAK HOUR TRAFFIC COUNTS (PCUs) FIGURE 3.2

49 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN FOREST WHITE STREET ROOIHUISKRAAL ROAD (M37) SAMRAND AVENUE WATERCRESS COQUI FRANCOLIN DEVELOPMENT SITE RIETSPRUIT ROAD ROOIHUISKRAAL ROAD (M37) RIETSPRUIT ROAD LEGEND 131 Total Hourly Volume 267 Highest 15 min. volume PHF 218 WEEKDAY MORNING PEAK FLOW RATE TRAFFIC VOLUMES FIGURE 3.3

50 1 6 7 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN FOREST WHITE STREET ROOIHUISKRAAL ROAD (M37) SAMRAND AVENUE WATERCRESS COQUI FRANCOLIN DEVELOPMENT SITE RIETSPRUIT ROAD ROOIHUISKRAAL ROAD (M37) RIETSPRUIT ROAD LEGEND 131 Total Hourly Volume 267 Highest 15 min. volume PHF 218 WEEKDAY AFTERNOON PEAK FLOW RATE TRAFFIC VOLUMES FIGURE 3.4

51 SAMRAND AVENUE COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) ROOIHUISKRAAL ROAD (M37) 1215 WATERCRESS 1215 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 776 FOREST WHITE STREET DEVELOPMENT SITE RIETSPRUIT ROAD RIETSPRUIT ROAD WEEKDAY MORNING BALANCED PEAK FLOW RATE TRAFFIC VOLUMES FIGURE 3.5

52 SAMRAND AVENUE COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) ROOIHUISKRAAL ROAD (M37) Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 434 FOREST WHITE STREET WATERCRESS DEVELOPMENT SITE RIETSPRUIT ROAD RIETSPRUIT ROAD WEEKDAY AFTERNOON BALANCED PEAK FLOW RATE TRAFFIC VOLUMES FIGURE 3.6

53 SAMRAND AVENUE COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) ROOIHUISKRAAL ROAD (M37) 1251 WATERCRESS Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN ESCALATION RATE 3% NUMBER OF YEARS 1 ESCALATION FACTOR 1.3 FOREST WHITE STREET DEVELOPMENT SITE RIETSPRUIT ROAD RIETSPRUIT ROAD WEEKDAY MORNING PEAK HOUR TRAFFIC VOLUMES FIGURE 3.7

54 SAMRAND AVENUE COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) ROOIHUISKRAAL ROAD (M37) WATERCRESS Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN ESCALATION RATE 3% NUMBER OF YEARS 1 ESCALATION FACTOR 1.3 FOREST WHITE STREET DEVELOPMENT SITE RIETSPRUIT ROAD RIETSPRUIT ROAD WEEKDAY AFTERNOON PEAK HOUR TRAFFIC VOLUMES FIGURE 3.8

55 SAMRAND AVENUE COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) ROOIHUISKRAAL ROAD (M37) WATERCRESS Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN ESCALATION RATE 3% NUMBER OF YEARS 6 ESCALATION FACTOR FOREST WHITE STREET DEVELOPMENT SITE RIETSPRUIT ROAD RIETSPRUIT ROAD WEEKDAY MORNING PEAK HOUR TRAFFIC VOLUMES FIGURE 3.9

56 SAMRAND AVENUE COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) ROOIHUISKRAAL ROAD (M37) WATERCRESS Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN ESCALATION RATE 3% NUMBER OF YEARS 6 ESCALATION FACTOR FOREST WHITE STREET DEVELOPMENT SITE RIETSPRUIT ROAD RIETSPRUIT ROAD WEEKDAY AFTERNOON PEAK HOUR TRAFFIC VOLUMES FIGURE 3.1

57 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 57 ROOIHUISKRAAL ROAD (M37) 173 WATERCRESS Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN FOREST WHITE STREET DEVELOPMENT SITE 57 RIETSPRUIT ROAD SAMRAND AVENUE RIETSPRUIT ROAD WEEKDAY MORNING PEAK HOUR KOSMOSDAL EXT 9&91 LATENT DEVELOPMENT TRIPS FIGURE 3.11

58 SAMRAND AVENUE COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) ROOIHUISKRAAL ROAD (M37) 54 WATERCRESS 54 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN FOREST WHITE STREET DEVELOPMENT SITE 177 RIETSPRUIT ROAD RIETSPRUIT ROAD WEEKDAY AFTERNOON PEAK HOUR KOSMOSDAL EXT 9&91 LATENT DEVELOPMENT TRIPS FIGURE 3.12

59 SAMRAND AVENUE COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) ROOIHUISKRAAL ROAD (M37) 1424 WATERCRESS Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN FOREST WHITE STREET DEVELOPMENT SITE RIETSPRUIT ROAD RIETSPRUIT ROAD WEEKDAY MORNING PEAK HOUR BACKGROUND TRAFFIC VOLUMES FIGURE 3.13

60 SAMRAND AVENUE COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) ROOIHUISKRAAL ROAD (M37) 523 WATERCRESS RIETSPRUIT ROAD Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN FOREST WHITE STREET DEVELOPMENT SITE RIETSPRUIT ROAD WEEKDAY AFTERNOON PEAK HOUR BACKGROUND TRAFFIC VOLUMES FIGURE 3.14

61 SAMRAND AVENUE COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) ROOIHUISKRAAL ROAD (M37) WATERCRESS Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN FOREST WHITE STREET DEVELOPMENT SITE RIETSPRUIT ROAD RIETSPRUIT ROAD WEEKDAY MORNING PEAK HOUR BACKGROUND TRAFFIC VOLUMES FIGURE 3.15

62 SAMRAND AVENUE COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) ROOIHUISKRAAL ROAD (M37) 597 WATERCRESS RIETSPRUIT ROAD Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN FOREST WHITE STREET DEVELOPMENT SITE RIETSPRUIT ROAD WEEKDAY AFTERNOON PEAK HOUR BACKGROUND TRAFFIC VOLUMES FIGURE 3.16

63 SAMRAND AVENUE COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 19 FOREST WHITE STREET ROOIHUISKRAAL ROAD (M37) 1536 WATERCRESS DEVELOPMENT SITE RIETSPRUIT ROAD RIETSPRUIT ROAD WEEKDAY MORNING PEAK HOUR BACKGROUND AND DEVELOPMENT TRAFFIC VOLUMES FIGURE 3.17

64 SAMRAND AVENUE COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 55 FOREST WHITE STREET ROOIHUISKRAAL ROAD (M37) 672 WATERCRESS DEVELOPMENT SITE RIETSPRUIT ROAD RIETSPRUIT ROAD WEEKDAY AFTERNOON PEAK HOUR BACKGROUND AND DEVELOPMENT TRAFFIC VOLUMES FIGURE 3.18

65 SAMRAND AVENUE COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 1136 FOREST WHITE STREET ROOIHUISKRAAL ROAD (M37) 1735 WATERCRESS DEVELOPMENT SITE RIETSPRUIT ROAD RIETSPRUIT ROAD WEEKDAY MORNING PEAK HOUR BACKGROUND AND DEVELOPMENT TRAFFIC VOLUMES FIGURE 3.19

66 SAMRAND AVENUE COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 621 FOREST WHITE STREET ROOIHUISKRAAL ROAD (M37) 747 WATERCRESS DEVELOPMENT SITE RIETSPRUIT ROAD RIETSPRUIT ROAD WEEKDAY AFTERNOON PEAK HOUR BACKGROUND AND DEVELOPMENT TRAFFIC VOLUMES FIGURE 3.2

67 ANNEXURE A SITE LAYOUT PLAN

68 +86 9 Y +87 Y NOTES AND SPECIFICATIONS PTN 2 OLIEVENHOUTBOSCH 389-JR Y LOCALITY PLAN (N.T.S) EC EC EC EC T EC X X EC EC S S EC S EC AMENDMENTS S EC S EC S EC S EC EC EC EC A STORE & C/R ARE R. LESSING T LJ ZIETSMAN S SIGNATURE:... DATE:... SIGNATURE:... DATE:... A RECEPTION ARE LJ ZIETSMAN D.J. CHALMERS 1 RE/2/389 S /389 4 SIGNATURE:... DATE:... S S S LJ ZIETSMAN /11/218 T S S T S 7 SW S SW T T SW S T CITY OF TSHWANE T SW X X ROADS & TRANSPORT DEPARTMENT T S T ACTING DIVISIONAL HEAD Mr Lebepe M.T. (Thabo) GROUP HEAD Mr Letlonkane P. (Pheko) T P.O. BOX 149 PRETORIA 1 T T T DF A NEW T EXISTING KOSMOSDAL X 89 S CCTV DF T A TELKOM T S SEWER SW T WATERMAIN DF A KOSMOSDAL FILLING STATION ACCESS LAYOUT T T STORMWATER T S DF A ELECTRICAL CABLES T NEOTEL SW T DFA WAYLEAVE No. :WL1819-XXXX T T STREET LIGHTING T NEW ASPHALT C2562 T NEW PAVING T 15/11/218 SW Y +87 Y T LANDSCAPING Y SW NEW CONCRETE DATE:... DF A T LEGEND : SIGNATURE:... SW LEGEND: Mr Lebepe M.T. (Thabo) SW S P.O. BOX 149 PRETORIA 1 1:5 C A1 1 OF 1

69 ANNEXURE B DRAFT ANNEXURE T

70 PROPERTY DESCRIPTION :ERVEN 1 AND 2 KOSMOSDAL EXTENSION 14 1 Use Zone 28: Special 2 Uses permitted Filling station with an ancillary shop larger than 25m², car wash, place of refreshment and motor workshop 3 Uses with consent Table B, Column (4). 4 Uses not permitted Table B, Column (5). 5 Definitions Clause 5; Provided that the following definition shall apply for Place of refreshment: (1) Place of refreshment: means land and buildings used for the preparation, sale and consumption of refreshments on the property such as a restaurant, café, coffee shop, tea room, tea garden, sport bar, pub, bar and may included a take-away facility and a drive-thru facility for the collecting of take-away orders from a vehicle and a maximum of two table games, two dartboards, two electronic games, television screens and soft background music for the customers but excludes a place of amusement. The kitchen layout shall comply with the municipality s health requirements. 6 Density n/a 7 Coverage 4% 8 Height 2 storeys (1m) 9 Floor area ratio.125 Provided that the following restrictions shall apply: (1) The ancillary shop to the filling station shall not exceed a gross floor area of 36m²; (2) Place of refreshment shall not exceed 48m²; (3) Car wash shall not exceed 2m²; (4) Motor workshop shall not exceed 76m² 1 Site Development Plan and Landscape Development Plan Clause Street Building Lines 3.6m street building line 12 Building Restriction Areas Clause 12, Table A 13 Parking requirements Demarcated parking spaces (minimum 2.5m x 5.m with a permanent dust-free surface, together with the necessary maneuvering space, shall be provided and maintained on the Erf to the satisfaction of the Municipality as follows: (1) 6 parking spaces per 1sqm gross floor area for Place of Refreshment ; (2) 6 parking spaces per 1sqm gross floor area for

71 convenience store; (3) 4 parking spaces per 1sqm gross floor area for offices; (4) 3 parking spaces per 1sqm gross floor area for ATM (5) 7 parking bays per carwash booth (6) 3 parking spaces per 1sqm gross floor area for motor workshop. (7) Other: Clause 28 Table G 14 Paving of traffic areas All parts of the erven upon which motor vehicles are allowed to move or park, shall be provided with a permanent dust-free surface, which surface shall be paved, drained and maintained to the satisfaction of the Municipality. 15 Access to the erf Entrances to and exits from the Erf shall be sited, constructed and maintained to the satisfaction of the Municipality. 16 Loading and off-loading facilities The loading and off-loading of goods shall only take place within the boundaries of the erf. 17 Turning facilities Not required. 18 Physical barriers Clause 18(8) 19 Health measures 1) Any requirements for air-pollution, noise abatement or health measures set by the Municipality shall be complied with to the satisfaction of the Municipality without any costs to the Municipality. 2) No air-conditioning units or compressors may be mounted to the exterior walls of building(s) without the prior consent of the Municipality. 3) Flood-lights or spot-lights used to illuminate the buildings or signs, shall be positioned as such that none of the light spills onto adjacent properties or shines into the eyes of motorists or pedestrians. Lights may not shine higher than,5m beneath the top of the building to prevent light pollution. 2 Outdoor advertising Advertisements and/or signboards shall not be erected or displayed on the erf without the written consent of the Municipality first being obtained in terms of municipal bylaws for outdoor advertising. 21 Detrimental soil conditions Clause Open Space Not applicable

72 23 General: (1) An engineer must be appointed before building plans are submitted, who must submit, together with the building plans, a certificate which states that he has studied the relevant geological report and that he has established the necessary measures with regard to building work, drainage of the buildings and the site and the installation of wet services so that the whole development is safe as far as possible from a geological point of view. On completion he must certify that all his specifications have been met. (2) In addition to the above conditions the erf and buildings thereon are further subject to the general provisions of the Tshwane Town-planning Scheme, 28 (Revised 214).

73 ANNEXURE C CITY OF TSHWANE ROAD MASTER PLAN

74

75 ANNEXURE D FUTURE ROAD NETWORK

76 SUBJECT SITE

77 ANNEXURE E CAPACITY CALCULATION RESULTS

78 MOVEMENT SUMMARY Samrand Avenue / Rooihuiskraal Road (M37) Intersection 219 Weekday Morning Peak Hour Background Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 75 seconds Site: 219 AM BG Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS C T LOS B R LOS C Approach LOS B East: Samrand Avenue (E) 4 L LOS A T LOS B R LOS D Approach LOS C North: Rooihuiskraal Road (M37) (N) 7 L LOS B T LOS F R LOS D Approach LOS E West: Samrand Avenue (W) 1 L LOS D T LOS C R LOS D Approach LOS D All Vehicles LOS D Level of Service (Aver. Int. Delay): LOS D. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS F. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. Processed: Friday, 1 February 219 8:32:44 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\1 Samrand_Rooihuskraal M37\BG\Samrand_Rooihuskraal M37_BG.sip

79 MOVEMENT SUMMARY Samrand Avenue / Rooihuiskraal Road (M37) Intersection 219 Weekday Afternoon Peak Hour Background Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 86 seconds Site: 219 PM BG Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS C T LOS C R LOS D Approach LOS C East: Samrand Avenue (E) 4 L LOS A T LOS B R LOS D Approach LOS C North: Rooihuiskraal Road (M37) (N) 7 L LOS A T LOS D R LOS F Approach LOS D West: Samrand Avenue (W) 1 L LOS D T LOS D R LOS D Approach LOS D All Vehicles LOS C Level of Service (Aver. Int. Delay): LOS C. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS F. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 3 x = 1. due to short lane Processed: Monday, 11 February 219 7:48:41 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\1 Samrand_Rooihuskraal M37\BG\Samrand_Rooihuskraal M37_BG.sip

80 MOVEMENT SUMMARY Samrand Avenue / Rooihuiskraal Road (M37) Intersection 219 Weekday Morning Peak Hour Background Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 75 seconds Site: 224 AM BG Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS C T LOS B R LOS C Approach LOS B East: Samrand Avenue (E) 4 L LOS A T LOS B R LOS D Approach LOS C North: Rooihuiskraal Road (M37) (N) 7 L LOS B T LOS F R LOS D Approach LOS F West: Samrand Avenue (W) 1 L LOS D T LOS C R LOS D Approach LOS D All Vehicles LOS E Level of Service (Aver. Int. Delay): LOS E. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS F. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. Processed: Friday, 1 February 219 8:34: AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\1 Samrand_Rooihuskraal M37\BG\Samrand_Rooihuskraal M37_BG.sip

81 MOVEMENT SUMMARY Samrand Avenue / Rooihuiskraal Road (M37) Intersection 219 Weekday Afternoon Peak Hour Background Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 86 seconds Site: 224 PM BG Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS C T LOS C R LOS D Approach LOS C East: Samrand Avenue (E) 4 L LOS A T LOS C R LOS D Approach LOS C North: Rooihuiskraal Road (M37) (N) 7 L LOS A T LOS D R LOS F Approach LOS E West: Samrand Avenue (W) 1 L LOS D T LOS D R LOS D Approach LOS D All Vehicles LOS D Level of Service (Aver. Int. Delay): LOS D. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS F. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 3 x = 1. due to short lane Processed: Monday, 11 February 219 7:41:26 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\1 Samrand_Rooihuskraal M37\BG\Samrand_Rooihuskraal M37_BG.sip

82 MOVEMENT SUMMARY Samrand Avenue / Rooihuiskraal Road (M37) Intersection 219 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 82 seconds Site: 219 AM BG+DEV Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS C T LOS B R LOS D Approach LOS C East: Samrand Avenue (E) 4 L LOS B T LOS B R LOS D Approach LOS C North: Rooihuiskraal Road (M37) (N) 7 L LOS B T LOS D R LOS D Approach LOS C West: Samrand Avenue (W) 1 L LOS D T LOS D R LOS D Approach LOS D All Vehicles LOS C Level of Service (Aver. Int. Delay): LOS C. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS D. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. Processed: Monday, 11 February 219 9:3:47 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\1 Samrand_Rooihuskraal M37\BG+DEV\Samrand_Rooihuskraal M37_DEV_Rev1.sip

83 MOVEMENT SUMMARY Samrand Avenue / Rooihuiskraal Road (M37) Intersection 219 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 11 seconds Site: 219 PM BG+DEV Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS C T LOS C R LOS E Approach LOS D East: Samrand Avenue (E) 4 L LOS A T LOS B R LOS D Approach LOS C North: Rooihuiskraal Road (M37) (N) 7 L LOS A T LOS D R LOS F Approach LOS E West: Samrand Avenue (W) 1 L LOS E T LOS D R LOS E Approach LOS E All Vehicles LOS D Level of Service (Aver. Int. Delay): LOS D. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS F. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 3 x = 1. due to short lane Processed: Monday, 11 February 219 9:31:1 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\1 Samrand_Rooihuskraal M37\BG+DEV\Samrand_Rooihuskraal M37_DEV_Rev1.sip

84 MOVEMENT SUMMARY Samrand Avenue / Rooihuiskraal Road (M37) Intersection 219 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 82 seconds Site: 224 AM BG+DEV Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS C T LOS B R LOS D Approach LOS C East: Samrand Avenue (E) 4 L LOS B T LOS B R LOS D Approach LOS C North: Rooihuiskraal Road (M37) (N) 7 L LOS B T LOS E R LOS D Approach LOS D West: Samrand Avenue (W) 1 L LOS D T LOS D R LOS D Approach LOS D All Vehicles LOS D Level of Service (Aver. Int. Delay): LOS D. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS E. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. Processed: Monday, 11 February 219 9:31:39 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\1 Samrand_Rooihuskraal M37\BG+DEV\Samrand_Rooihuskraal M37_DEV_Rev1.sip

85 MOVEMENT SUMMARY Samrand Avenue / Rooihuiskraal Road (M37) Intersection 219 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 11 seconds Site: 224 PM BG+DEV Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS C T LOS C R LOS E Approach LOS D East: Samrand Avenue (E) 4 L LOS A T LOS C R LOS D Approach LOS C North: Rooihuiskraal Road (M37) (N) 7 L LOS B T LOS D R LOS F Approach LOS E West: Samrand Avenue (W) 1 L LOS E T LOS D R LOS E Approach LOS E All Vehicles LOS D Level of Service (Aver. Int. Delay): LOS D. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS F. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 3 x = 1. due to short lane Processed: Monday, 11 February 219 9:31:5 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\1 Samrand_Rooihuskraal M37\BG+DEV\Samrand_Rooihuskraal M37_DEV_Rev1.sip

86 MOVEMENT SUMMARY Waterberg Road / Rooihuiskraal Road (M37) Intersection 219 Weekday Morning Peak Hour Background Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 8 seconds Site: 219 AM BG Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS B T LOS A Approach LOS A North: Rooihuiskraal Road (M37) (N) 8 T LOS B R LOS B Approach LOS B West: Waterberg Road (W) 1 L LOS C R LOS D Approach LOS D All Vehicles LOS B Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS D. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. Processed: Wednesday, 23 January 219 8:28:53 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\2 Waterburg_Rooihuskraal M37\BG\Waterburg Road_Rooihuskraal M37_BG_REV1.sip

87 MOVEMENT SUMMARY Waterberg Road / Rooihuiskraal Road (M37) Intersection 219 Weekday Afternoon Peak Hour Background Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 1 seconds Site: 219 PM BG Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS C T LOS A Approach LOS B North: Rooihuiskraal Road (M37) (N) 8 T LOS A R LOS C Approach LOS A West: Waterberg Road (W) 1 L LOS D R LOS D Approach LOS D All Vehicles LOS B Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS D. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. Processed: Wednesday, 23 January 219 8:29:17 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\2 Waterburg_Rooihuskraal M37\BG\Waterburg Road_Rooihuskraal M37_BG_REV1.sip

88 MOVEMENT SUMMARY Waterberg Road / Rooihuiskraal Road (M37) Intersection 224 Weekday Morning Peak Hour Background Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 8 seconds Site: 224 AM BG Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS B T LOS A Approach LOS A North: Rooihuiskraal Road (M37) (N) 8 T LOS B R LOS B Approach LOS B West: Waterberg Road (W) 1 L LOS C R LOS E Approach LOS E All Vehicles LOS C Level of Service (Aver. Int. Delay): LOS C. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS E. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 3 x = 1. due to short lane Processed: Wednesday, 23 January 219 8:31:51 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\2 Waterburg_Rooihuskraal M37\BG\Waterburg Road_Rooihuskraal M37_BG_REV1.sip

89 MOVEMENT SUMMARY Waterberg Road / Rooihuiskraal Road (M37) Intersection 224 Weekday Afternoon Peak Hour Background Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 1 seconds Site: 224 PM BG Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS C T LOS B Approach LOS B North: Rooihuiskraal Road (M37) (N) 8 T LOS A R LOS D Approach LOS B West: Waterberg Road 1 L LOS D R LOS D Approach LOS D All Vehicles LOS B Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS D. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 3 x = 1. due to short lane Processed: Wednesday, 23 January 219 8:33:2 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\2 Waterburg_Rooihuskraal M37\BG\Waterburg Road_Rooihuskraal M37_BG_REV1.sip

90 MOVEMENT SUMMARY Waterberg Road / Rooihuiskraal Road (M37) Intersection 219 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 8 seconds Site: 219 AM BG+DEV Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS B T LOS A Approach LOS A North: Rooihuiskraal Road (M37) (N) 8 T LOS B R LOS B Approach LOS B West: Waterberg Road (W) 1 L LOS C R LOS D Approach LOS D All Vehicles LOS B Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS D. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. Processed: Wednesday, 23 January 219 8:51:55 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\2 Waterburg_Rooihuskraal M37\BG+DEV\Waterburg Road_Rooihuskraal M37_BG+DEV.sip

91 MOVEMENT SUMMARY Waterberg Road / Rooihuiskraal Road (M37) Intersection 219 Weekday Afternoon Peak Hour Background and Development Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 1 seconds Site: 219 PM BG+DEV Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS C T LOS A Approach LOS B North: Rooihuiskraal Road (M37) (N) 8 T LOS A R LOS D Approach LOS A West: Waterberg Road (W) 1 L LOS D R LOS D Approach LOS D All Vehicles LOS B Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS D. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. Processed: Wednesday, 23 January 219 8:57:1 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\2 Waterburg_Rooihuskraal M37\BG+DEV\Waterburg Road_Rooihuskraal M37_BG+DEV.sip

92 MOVEMENT SUMMARY Waterberg Road / Rooihuiskraal Road (M37) Intersection 224 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 8 seconds Site: 224 AM BG+DEV Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS B T LOS A Approach LOS A North: Rooihuiskraal Road (M37) (N) 8 T LOS B R LOS B Approach LOS B West: Waterberg Road (W) 1 L LOS C R LOS E Approach LOS E All Vehicles LOS C Level of Service (Aver. Int. Delay): LOS C. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS E. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 3 x = 1. due to short lane Processed: Wednesday, 23 January 219 9:5:3 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\2 Waterburg_Rooihuskraal M37\BG+DEV\Waterburg Road_Rooihuskraal M37_BG+DEV.sip

93 MOVEMENT SUMMARY Waterberg Road / Rooihuiskraal Road (M37) Intersection 224 Weekday Afternoon Peak Hour Background and Development Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 1 seconds Site: 224 PM BG+DEV Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS C T LOS B Approach LOS B North: Rooihuiskraal Road (M37) (N) 8 T LOS A R LOS D Approach LOS B West: Waterberg Road (W) 1 L LOS D R LOS D Approach LOS D All Vehicles LOS B Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS D. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 3 x = 1. due to short lane Processed: Wednesday, 23 January 219 9:6:37 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\2 Waterburg_Rooihuskraal M37\BG+DEV\Waterburg Road_Rooihuskraal M37_BG+DEV.sip

94 MOVEMENT SUMMARY Samrand Avenue / Rietspruit Road Junction 218 Weekday Morning Peak Hour Background Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 219 AM BG Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rietspruit Road (S) 1 L LOS C T LOS C R LOS F Approach LOS F East: Samrand Avenue (E) 4 L LOS B T LOS B R LOS F Approach LOS C North: Rietspruit Road (N) 7 L NA 9 NA 9 NA T LOS C R LOS D Approach LOS B West: Samrand Avenue (W) 1 L LOS C T LOS C R LOS C Approach LOS C All Vehicles LOS F Level of Service (Aver. Int. Delay): LOS F. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS F. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 3 x = 1. due to short lane 9 Continuous movement Processed: Wednesday, 2 January 219 2:3:26 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\3 Reitspurit_Samrand\BG\Samrand-Rietspruit_BG.sip

95 MOVEMENT SUMMARY Samrand Avenue / Rietspruit Road Junction 218 Weekday Afernoon Peak Hour Background Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 219 PM BG Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rietspruit Road (S) 1 L LOS C T LOS B R LOS F Approach LOS F East: Samrand Avenue (E) 4 L LOS B T LOS F R LOS F Approach LOS F North: Rietspruit Road (N) 7 L NA 9 NA 9 NA T LOS C R LOS D Approach LOS B West: Samrand Avenue (W) 1 L LOS D T LOS C R LOS E Approach LOS D All Vehicles LOS F Level of Service (Aver. Int. Delay): LOS F. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS F. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 3 x = 1. due to short lane 9 Continuous movement Processed: Wednesday, 2 January 219 3:13:8 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\3 Reitspurit_Samrand\BG\Samrand-Rietspruit_BG.sip

96 MOVEMENT SUMMARY Samrand Avenue / Rietspruit Road Junction 224 Weekday Morning Peak Hour Background Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 224 AM BG Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rietspruit Road (S) 1 L LOS C T LOS C R LOS F Approach LOS F East: Samrand Avenue (E) 4 L NA 9 NA 9 NA T LOS B R LOS F Approach LOS C North: Rietspruit Road (N) 7 L NA 9 NA 9 NA T LOS C R LOS D Approach LOS B West: Samrand Avenue (W) 1 L LOS C T LOS C R LOS C Approach LOS C All Vehicles LOS F Level of Service (Aver. Int. Delay): LOS F. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS F. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 9 Continuous movement Processed: Wednesday, 2 January 219 3:18:49 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\3 Reitspurit_Samrand\BG\Samrand-Rietspruit_BG.sip

97 MOVEMENT SUMMARY Samrand Avenue / Rietspruit Road Junction 224 Weekday Afernoon Peak Hour Background Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 224 PM BG Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rietspruit Road (S) 1 L LOS C T LOS B R LOS F Approach LOS F East: Samrand Avenue (E) 4 L NA 9 NA 9 NA T LOS F R LOS F Approach LOS F North: Rietspruit Road (N) 7 L NA 9 NA 9 NA T LOS C R LOS D Approach LOS B West: Samrand Avenue (W) 1 L LOS D T LOS D R LOS E Approach LOS D All Vehicles LOS F Level of Service (Aver. Int. Delay): LOS F. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS F. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 9 Continuous movement Processed: Wednesday, 2 January 219 3:44:41 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\3 Reitspurit_Samrand\BG\Samrand-Rietspruit_BG.sip

98 MOVEMENT SUMMARY Samrand Avenue / Rietspruit Road Junction 218 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 219 AM BG+DEV Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rietspruit Road (S) 1 L LOS C T LOS C R LOS F Approach LOS F East: Samrand Avenue (E) 4 L LOS B T LOS B R LOS F Approach LOS C North: Rietspruit Road (N) 7 L NA 9 NA 9 NA T LOS C R LOS D Approach LOS B West: Samrand Avenue (W) 1 L LOS C T LOS C R LOS C Approach LOS C All Vehicles LOS F Level of Service (Aver. Int. Delay): LOS F. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS F. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 3 x = 1. due to short lane 9 Continuous movement Processed: Friday, 1 February :32:55 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\3 Reitspurit_Samrand\BG+DEV\Samrand-Rietspruit_BG+DEV.sip

99 MOVEMENT SUMMARY Samrand Avenue / Rietspruit Road Junction 218 Weekday Afernoon Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 219 PM BG+DEV Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rietspruit Road (S) 1 L LOS C T LOS B R LOS F Approach LOS F East: Samrand Avenue (E) 4 L LOS B T LOS F R LOS F Approach LOS F North: Rietspruit Road (N) 7 L NA 9 NA 9 NA T LOS C R LOS D Approach LOS B West: Samrand Avenue (W) 1 L LOS D T LOS C R LOS E Approach LOS D All Vehicles LOS F Level of Service (Aver. Int. Delay): LOS F. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS F. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 3 x = 1. due to short lane 9 Continuous movement Processed: Friday, 1 February 219 1:39:1 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\3 Reitspurit_Samrand\BG+DEV\Samrand-Rietspruit_BG+DEV.sip

100 MOVEMENT SUMMARY Samrand Avenue / Rietspruit Road Junction 224 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 224 AM BG+DEV Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rietspruit Road (S) 1 L LOS C T LOS C R LOS F Approach LOS F East: Samrand Avenue (E) 4 L NA 9 NA 9 NA T LOS B R LOS F Approach LOS C North: Rietspruit Road (N) 7 L NA 9 NA 9 NA T LOS C R LOS D Approach LOS B West: Samrand Avenue (W) 1 L LOS D T LOS C R LOS C Approach LOS C All Vehicles LOS F Level of Service (Aver. Int. Delay): LOS F. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS F. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 9 Continuous movement Processed: Friday, 1 February 219 1:4:3 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\3 Reitspurit_Samrand\BG+DEV\Samrand-Rietspruit_BG+DEV.sip

101 MOVEMENT SUMMARY Samrand Avenue / Rietspruit Road Junction 224 Weekday Afernoon Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 224 PM BG+DEV Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rietspruit Road (S) 1 L LOS C T LOS B R LOS F Approach LOS F East: Samrand Avenue (E) 4 L NA 9 NA 9 NA T LOS F R LOS F Approach LOS F North: Rietspruit Road (N) 7 L NA 9 NA 9 NA T LOS C R LOS D Approach LOS B West: Samrand Avenue (W) 1 L LOS D T LOS D R LOS E Approach LOS D All Vehicles LOS F Level of Service (Aver. Int. Delay): LOS F. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS F. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 9 Continuous movement Processed: Friday, 1 February 219 1:4:5 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\3 Reitspurit_Samrand\BG+DEV\Samrand-Rietspruit_BG+DEV.sip

102 MOVEMENT SUMMARY Rooihuiskraal Road / Rietspruit Road Junction 219 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 219 AM BG Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS B T LOS A R LOS D Approach LOS C East: Rietspriut Road (E) 4 L LOS B T LOS C R LOS D Approach LOS C North: Rooihuiskraal Road (M37) (N) 7 L LOS C T LOS C R LOS C Approach LOS C West: Rietspriut Road (W) 1 L LOS D T LOS D R LOS D Approach LOS D All Vehicles LOS C Level of Service (Aver. Int. Delay): LOS C. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS D. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. Processed: Monday, 11 February :31:8 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\4 Reitspurit_Rooihuskraal\BG\Rooihuiskraal-Rietspruit_BG.sip

103 MOVEMENT SUMMARY Rooihuiskraal Road / Rietspruit Road Junction 219 Weekday Afternoon Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 7 seconds Site: 219 PM BG Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (S) 1 L LOS B T LOS B R LOS B Approach LOS B East: Rietspriut Road (E) 4 L LOS C T LOS C R LOS C Approach LOS C North: Rooihuiskraal Road (N) 7 L LOS C T LOS C R LOS C Approach LOS C West: Rietspriut Road (W) 1 L LOS C T LOS C R LOS D Approach LOS C All Vehicles LOS C Level of Service (Aver. Int. Delay): LOS C. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS D. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. Processed: Friday, 1 February 219 2:59:17 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\4 Reitspurit_Rooihuskraal\BG\Rooihuiskraal-Rietspruit_BG.sip

104 MOVEMENT SUMMARY Rooihuiskraal Road / Rietspruit Road Junction 224 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 224 AM BG Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (S) 1 L LOS B T LOS A R LOS F Approach LOS E East: Rietspriut Road (E) 4 L LOS B T LOS C R LOS E Approach LOS C North: Rooihuiskraal Road (N) 7 L LOS C T LOS D R LOS C Approach LOS C West: Rietspriut Road (W) 1 L LOS D T LOS D R LOS D Approach LOS D All Vehicles LOS D Level of Service (Aver. Int. Delay): LOS D. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS F. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. Processed: Friday, 1 February 219 3:5:49 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\4 Reitspurit_Rooihuskraal\BG\Rooihuiskraal-Rietspruit_BG.sip

105 MOVEMENT SUMMARY Rooihuiskraal Road / Rietspruit Road Junction 224 Weekday Afternoon Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 7 seconds Site: 224 PM BG Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (S) 1 L LOS B T LOS B R LOS C Approach LOS B East: Rietspriut Road (E) 4 L LOS B T LOS C R LOS D Approach LOS C North: Rooihuiskraal Road (N) 7 L LOS C T LOS C R LOS C Approach LOS C West: Rietspriut Road (W) 1 L LOS C T LOS C R LOS D Approach LOS C All Vehicles LOS B Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS D. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 3 x = 1. due to short lane Processed: Friday, 1 February 219 2:5:44 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\4 Reitspurit_Rooihuskraal\BG\Rooihuiskraal-Rietspruit_BG.sip

106 MOVEMENT SUMMARY Rooihuiskraal Road / Rietspruit Road Junction 219 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 219 AM BG+DEV Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (S) 1 L LOS B T LOS A R LOS D Approach LOS C East: Rietspriut Road (E) 4 L LOS B T LOS C R LOS D Approach LOS C North: Rooihuiskraal Road (N) 7 L LOS C T LOS C R LOS C Approach LOS C West: Rietspriut Road (W) 1 L LOS D T LOS D R LOS D Approach LOS D All Vehicles LOS C Level of Service (Aver. Int. Delay): LOS C. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS D. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. Processed: Friday, 1 February 219 3:56:51 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\4 Reitspurit_Rooihuskraal\BG+DEV\Rooihuiskraal- Rietspruit_DEV_Rev1.sip

107 MOVEMENT SUMMARY Rooihuiskraal Road / Rietspruit Road Junction 219 Weekday Afternoon Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 7 seconds Site: 219 PM BG+DEV Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (S) 1 L LOS B T LOS B R LOS B Approach LOS B East: Rietspriut Road (E) 4 L LOS C T LOS C R LOS C Approach LOS C North: Rooihuiskraal Road (N) 7 L LOS C T LOS C R LOS C Approach LOS C West: Rietspriut Road (W) 1 L LOS C T LOS C R LOS D Approach LOS C All Vehicles LOS C Level of Service (Aver. Int. Delay): LOS C. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS D. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. Processed: Friday, 1 February 219 3:49:21 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\4 Reitspurit_Rooihuskraal\BG+DEV\Rooihuiskraal- Rietspruit_DEV_Rev1.sip

108 MOVEMENT SUMMARY Rooihuiskraal Road / Rietspruit Road Junction 224 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 224 AM BG+DEV Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (S) 1 L LOS B T LOS A R LOS F Approach LOS E East: Rietspriut Road (E) 4 L LOS B T LOS C R LOS E Approach LOS C North: Rooihuiskraal Road (N) 7 L LOS C T LOS D R LOS C Approach LOS C West: Rietspriut Road (W) 1 L LOS D T LOS D R LOS D Approach LOS D All Vehicles LOS D Level of Service (Aver. Int. Delay): LOS D. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS F. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. Processed: Friday, 1 February 219 3:53:58 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\4 Reitspurit_Rooihuskraal\BG+DEV\Rooihuiskraal- Rietspruit_DEV_Rev1.sip

109 MOVEMENT SUMMARY Rooihuiskraal Road / Rietspruit Road Junction 224 Weekday Afternoon Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 7 seconds Site: 224 PM BG+DEV Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (S) 1 L LOS B T LOS B R LOS C Approach LOS B East: Rietspriut Road (E) 4 L LOS B T LOS C R LOS D Approach LOS C North: Rooihuiskraal Road (N) 7 L LOS C T LOS C R LOS C Approach LOS C West: Rietspriut Road (W) 1 L LOS C T LOS C R LOS D Approach LOS C All Vehicles LOS C Level of Service (Aver. Int. Delay): LOS C. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS D. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. 3 x = 1. due to short lane Processed: Friday, 1 February 219 3:46:36 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\4 Reitspurit_Rooihuskraal\BG+DEV\Rooihuiskraal- Rietspruit_DEV_Rev1.sip

110 AutoJ Design counts Watercress Road Samrand Avenue 219 Background TVs, Kosmosdal Ext 14 Q 3hr tot V/C max % optimal best priority RR % &AutoJ138 horak-civilconcepts best signal % Base hour count (veh/hr) Enter hour counts here if qtr hr not already entered from North from South from West from East Ln Sn Rn Ls Ss Rs Lw Sw Rw Le Se Re AM SAT PM % growth base traffic: % growth % per annum no. of years Pedestrians per minute AM SAT PM If crossing not permitted, or does not conflict with vehicles, accept default (zero) Peds north-south (x east side) Peds south-north (x west side) Peds west-east (x north side) Peds east-west (x south side) Pn Ps Pw Pe Heavy vehicles including buses Accept default or input known values one heavy = 2 light veh. period from North from South from West from East %HV average Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM % % % % % % % % % % % % SAT % % % % % % % % % % % % PM % % % % % % % % % % % % Development traffic Optional, use to add/subtract traffic to a movement(s) from North from South from West from East adjust by (veh/hr): Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM SAT PM Design volume / hour Used by AutoJ for all calculations that follow Skip if satisfied, adjust if required, see below for missing counts from North from South from West from East (veh/hr) Left Straight Right Left Straight Right Left Straight Right Left Straight Right % of ADT AM % SAT.% PM % Weighting Signal will give more (>1%) or less(<1%) green time to weighted movement (see Manual). Can use, for example, to force more time for a bus route or force less time to a minor side street. Forcing more green time for one movement will cause additional delay to all other non-preference movements. Weighting will be ignored if resulting time is less than the minimums specified in "cyc". North South West East Left Str Right Left Str Right Left Str Right Left Str Right Weight 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% Downstream block A downstream blockage will mean vehicles can't get out of intersection, green time cannot be used and will be wasted. If desired, the green time given to movements affected by blockages can be decreased or increased using the weighting above. Estimate missing volumes Use to get missing AM, PM or off peak. Only valid for urban intersections without one-ways. Missing peak estimated by reversing known peak, off peak estimated from the combined AM and PM volumes. 1 Copy missing AM or PM peak row and "paste values" back into "Design volume/hour" above. (Note, this cannot be undone once saved) 2 Only when both AM and PM peaks have values in the table below (not before), copy off peak row and "paste values" into "Design volume / hour". from North from South from West from East Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM SAT PM Estimates of Average Daily Traffic (veh/day) For information from North from South from West from East (veh/day) Left Straight Right Left Straight Right Left Straight Right Left Straight Right sum Est. ADT (1) Est ADT (2) Est ADT - 12 hr n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a ADT Professional: Date: 219 BG (C) Print: 219/2/25 registered to: Dr John Sampson

111 AutoJ Geometry &AutoJ138 horak-civilconcepts Watercress Road Samrand Avenue 219 Background TVs, Kosmosdal Ext 14 Watercress Road to North 13 from North speed (km/h) 6 grade % (+ = up) % rt. turn in gap allowed? slip must yield? n y best priority best signal signal no. lanes no. sig lanes lanes Pw ped length, width, heads y y 75 from West (m) to 2.4 slip must yield? n 1 clear 14. rt. turn in gap allowed? y (m) to clear 2 no. lanes to East grade % (+ = up) % turn lane (m) speed (km/h) 6 no.lanes if RR W= 2 2 =N Samrand Avenue median width (m) circ= 3 1 median width (m) Samrand Avenue y S= 2 3 =E from East 17.5 speed (km/h) 6 Ps ped l, w, head to West no. lanes 2 (m) to clear grade % (+ = up) % (m) to rt. turn in gap allowed? y clear 1 slip must yield? n Pe ped length, width, heads y 4. signal no. sig. lanes no. lanes 1 lanes 25 turning lane length (m) slip must yield? n rt. turn in gap allowed? grade % (+ = up) % y speed (km/h) 6 from South median (m) median (m) 25 to South Watercress Road turning lane length (m) 13 Pn ped l, w, hea 2 Q 3hr total V/C Max % optimal RR % turn lane (m) % Professional: Date: 219 BG (C) Print: 219/2/25 copyright: Dr John Sampson

112 Watercress Road Samrand Avenue 219 Background TVs, Kosmosdal Ext 14 AutoJ control Q 3hr V/C % optim V/C, delay and queue XX Stop street on all approaches this control XX % &AutoJ138 horak-civilconcepts best possible RR % Volume (incl HV) vol/hr North approach vol/hr South approach vol/hr West approach vol/hr East approach veh vol left slip left str right L+S+R Peds left slip left str right L+S+R Peds left slip left str right L+S+R Peds left slip left str right L+S+R Peds Total AM SAT PM ~lanes Control North approach South approach West approach East approach approx. L slip L S R L slip L S R L slip L S R L slip L S R capacity Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop #DIV/! Volume to Capacity ratio LOS A<.5, B<.8, C<.9, D<.95, E<.99 LOS A-B C-D E F V/C North approach V/C South approach V/C West approach V/C East approach V/C L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds i/section AM SAT PM max V/C; movement, approach, pedestrian, i/s Average Delay per vehicle (seconds) LOS A<1, B<15, C<25, D<35, E<5 LOS A-B C-D E F Ave Delay North approach Ave Delay South approach Ave Delay West approach Ave Delay East approach ave. del L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds i/section AM SAT PM Average Queue Length (vehicles) (= Total Delay in veh-hrs/hr) Q North approach Q South approach Q West approach Q East approach Q L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds Total AM SAT PM max Professional: Date: 219 BG (C) Print: 219/2/25 registered to: Dr John Sampson

113 AutoJ Design counts Watercress Road Samrand Avenue 224 PH Background TVs, Kosmosdal Ext 14 Q 3hr tot V/C max % optimal best priority RR % &AutoJ138 horak-civilconcepts best signal % Base hour count (veh/hr) Enter hour counts here if qtr hr not already entered from North from South from West from East Ln Sn Rn Ls Ss Rs Lw Sw Rw Le Se Re AM SAT PM % growth base traffic: % growth % per annum no. of years Pedestrians per minute AM SAT PM If crossing not permitted, or does not conflict with vehicles, accept default (zero) Peds north-south (x east side) Peds south-north (x west side) Peds west-east (x north side) Peds east-west (x south side) Pn Ps Pw Pe Heavy vehicles including buses Accept default or input known values one heavy = 2 light veh. period from North from South from West from East %HV average Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM % % % % % % % % % % % % SAT % % % % % % % % % % % % PM % % % % % % % % % % % % Development traffic Optional, use to add/subtract traffic to a movement(s) from North from South from West from East adjust by (veh/hr): Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM SAT PM Design volume / hour Used by AutoJ for all calculations that follow Skip if satisfied, adjust if required, see below for missing counts from North from South from West from East (veh/hr) Left Straight Right Left Straight Right Left Straight Right Left Straight Right % of ADT AM % SAT.% PM % Weighting Signal will give more (>1%) or less(<1%) green time to weighted movement (see Manual). Can use, for example, to force more time for a bus route or force less time to a minor side street. Forcing more green time for one movement will cause additional delay to all other non-preference movements. Weighting will be ignored if resulting time is less than the minimums specified in "cyc". North South West East Left Str Right Left Str Right Left Str Right Left Str Right Weight 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% Downstream block A downstream blockage will mean vehicles can't get out of intersection, green time cannot be used and will be wasted. If desired, the green time given to movements affected by blockages can be decreased or increased using the weighting above. Estimate missing volumes Use to get missing AM, PM or off peak. Only valid for urban intersections without one-ways. Missing peak estimated by reversing known peak, off peak estimated from the combined AM and PM volumes. 1 Copy missing AM or PM peak row and "paste values" back into "Design volume/hour" above. (Note, this cannot be undone once saved) 2 Only when both AM and PM peaks have values in the table below (not before), copy off peak row and "paste values" into "Design volume / hour". from North from South from West from East Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM SAT PM Estimates of Average Daily Traffic (veh/day) For information from North from South from West from East (veh/day) Left Straight Right Left Straight Right Left Straight Right Left Straight Right sum Est. ADT (1) Est ADT (2) Est ADT - 12 hr n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a ADT Professional: Date: 224 BG (C) Print: 219/2/25 registered to: Dr John Sampson

114 AutoJ Geometry &AutoJ138 horak-civilconcepts Watercress Road Samrand Avenue 224 PH Background TVs, Kosmosdal Ext 14 Watercress Road to North 13 from North speed (km/h) 6 grade % (+ = up) % rt. turn in gap allowed? slip must yield? n 12 y best priority best signal signal no. lanes no. sig lanes lanes Pw ped length, width, heads y y 75 from West (m) to 2.4 slip must yield? n 1 clear 14. rt. turn in gap allowed? y (m) to clear 2 no. lanes to East grade % (+ = up) % turn lane (m) speed (km/h) 6 no.lanes if RR W= 2 2 =N Samrand Avenue median width (m) circ= 3 1 median width (m) Samrand Avenue y S= 2 3 =E from East 17.5 speed (km/h) 6 Ps ped l, w, head to West no. lanes 2 (m) to clear grade % (+ = up) % (m) to rt. turn in gap allowed? y clear 1 slip must yield? n Pe ped length, width, heads y 4. signal no. sig. lanes no. lanes 1 lanes 25 turning lane length (m) slip must yield? n rt. turn in gap allowed? grade % (+ = up) % y speed (km/h) 6 from South median (m) median (m) 25 to South Watercress Road turning lane length (m) 13 Pn ped l, w, hea Q 3hr total V/C Max % optimal RR % 2 turn lane (m) % Professional: Date: 224 BG (C) Print: 219/2/25 copyright: Dr John Sampson

115 Watercress Road Samrand Avenue 224 PH Background TVs, Kosmosdal Ext 14 AutoJ control Q 3hr V/C % optim V/C, delay and queue XX Stop street on all approaches this control XX % &AutoJ138 horak-civilconcepts best possible RR % Volume (incl HV) vol/hr North approach vol/hr South approach vol/hr West approach vol/hr East approach veh vol left slip left str right L+S+R Peds left slip left str right L+S+R Peds left slip left str right L+S+R Peds left slip left str right L+S+R Peds Total AM SAT PM ~lanes Control North approach South approach West approach East approach approx. L slip L S R L slip L S R L slip L S R L slip L S R capacity Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop #DIV/! 2 88 Volume to Capacity ratio LOS A<.5, B<.8, C<.9, D<.95, E<.99 LOS A-B C-D E F V/C North approach V/C South approach V/C West approach V/C East approach V/C L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds i/section AM SAT PM max V/C; movement, approach, pedestrian, i/s Average Delay per vehicle (seconds) LOS A<1, B<15, C<25, D<35, E<5 LOS A-B C-D E F Ave Delay North approach Ave Delay South approach Ave Delay West approach Ave Delay East approach ave. del L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds i/section AM SAT PM Average Queue Length (vehicles) (= Total Delay in veh-hrs/hr) Q North approach Q South approach Q West approach Q East approach Q L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds Total AM SAT PM max Professional: Date: 224 BG (C) Print: 219/2/25 registered to: Dr John Sampson

116 AutoJ Design counts Watercress Road Samrand Avenue 219 Background and Development TVs, Kosmosdal Ext 14 Q 3hr tot V/C max % optimal best priority RR % &AutoJ138 horak-civilconcepts best signal % Base hour count (veh/hr) Enter hour counts here if qtr hr not already entered from North from South from West from East Ln Sn Rn Ls Ss Rs Lw Sw Rw Le Se Re AM SAT PM % growth base traffic: % growth % per annum no. of years Pedestrians per minute AM SAT PM If crossing not permitted, or does not conflict with vehicles, accept default (zero) Peds north-south (x east side) Peds south-north (x west side) Peds west-east (x north side) Peds east-west (x south side) Pn Ps Pw Pe Heavy vehicles including buses Accept default or input known values one heavy = 2 light veh. period from North from South from West from East %HV average Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM % % % % % % % % % % % % SAT % % % % % % % % % % % % PM % % % % % % % % % % % % Development traffic Optional, use to add/subtract traffic to a movement(s) from North from South from West from East adjust by (veh/hr): Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM SAT PM Design volume / hour Used by AutoJ for all calculations that follow Skip if satisfied, adjust if required, see below for missing counts from North from South from West from East (veh/hr) Left Straight Right Left Straight Right Left Straight Right Left Straight Right % of ADT AM % SAT.% PM % Weighting Signal will give more (>1%) or less(<1%) green time to weighted movement (see Manual). Can use, for example, to force more time for a bus route or force less time to a minor side street. Forcing more green time for one movement will cause additional delay to all other non-preference movements. Weighting will be ignored if resulting time is less than the minimums specified in "cyc". North South West East Left Str Right Left Str Right Left Str Right Left Str Right Weight 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% Downstream block A downstream blockage will mean vehicles can't get out of intersection, green time cannot be used and will be wasted. If desired, the green time given to movements affected by blockages can be decreased or increased using the weighting above. Estimate missing volumes Use to get missing AM, PM or off peak. Only valid for urban intersections without one-ways. Missing peak estimated by reversing known peak, off peak estimated from the combined AM and PM volumes. 1 Copy missing AM or PM peak row and "paste values" back into "Design volume/hour" above. (Note, this cannot be undone once saved) 2 Only when both AM and PM peaks have values in the table below (not before), copy off peak row and "paste values" into "Design volume / hour". from North from South from West from East Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM SAT PM Estimates of Average Daily Traffic (veh/day) For information from North from South from West from East (veh/day) Left Straight Right Left Straight Right Left Straight Right Left Straight Right sum Est. ADT (1) Est ADT (2) Est ADT - 12 hr n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a ADT Professional: Date: 219 BG+D (C) Print: 219/2/25 registered to: Dr John Sampson

117 AutoJ Geometry &AutoJ138 horak-civilconcepts Watercress Road Samrand Avenue 219 Background and Development TVs, Kosmosdal Ext 14 Watercress Road to North 13 from North speed (km/h) 6 grade % (+ = up) % rt. turn in gap allowed? slip must yield? n 93 y best priority best signal signal no. lanes no. sig lanes lanes Pw ped length, width, heads y y 75 from West (m) to 2.4 slip must yield? n 1 clear 21. rt. turn in gap allowed? y (m) to clear 2 no. lanes to East grade % (+ = up) % turn lane (m) speed (km/h) 6 no.lanes if RR W= 2 2 =N Samrand Avenue median width (m) circ= 3 median width (m) Samrand Avenue y S= 2 3 =E from East 17.5 speed (km/h) 6 Ps ped l, w, head to West no. lanes 2 (m) to clear grade % (+ = up) % (m) to rt. turn in gap allowed? y clear 1 slip must yield? n Pe ped length, width, heads y 4. signal no. sig. lanes no. lanes 1 lanes 25 turning lane length (m) 3 slip must yield? n rt. turn in gap allowed? grade % (+ = up) % y speed (km/h) 6 from South median (m) median (m) 25 to South Watercress Road turning lane length (m) 13 Pn ped l, w, hea 2 Q 3hr total V/C Max % optimal RR % turn lane (m) % Professional: Date: 219 BG+D (C) Print: 219/2/25 copyright: Dr John Sampson

118 AutoJ Results summary Watercress Road Samrand 19 Avenue Background and Development TVs, Kosmosdal Ext 14 Q 3hr tot V/C max % optimal best priority RR % &AutoJ138 horak-civilconcepts best signal % Automated Intersection Analysis Results Level of service is colour coded. Values in the table are hourly. AVE DELAY (secs/veh) QUEUE V/C (max) PERF INDEX AM SAT PM sum 3hr movement approach i-section pedestrian % optimal PI weighting 2% 2% 2% 2% 1% 1% % % 1% Control type Priority Xns % Xwe % XX % RR % 2 stage % 3 stage 3ns % 3we % n % s % w % e % 4 stage 4nswe % n4we % s4we % w4ns % e4ns % nw % ne % sw % se % separate n-s % (split) stage w-e % n-s-4we % w-e-4ns % n-s-w-e % min all ICD minimums Optimum Control and Performance AVE DELAY (secs/veh) QUEUE V/C (max) PERF INDEX best ctrl AM SAT PM sum 3hr movement approach i-section pedestrian % optimal Best Priority RR % Best Signal % Best Overall RR % Level of Service Key LOS A-B C-D E F Priority control, average delay (secs / veh) A<1, B<15, C<25, D<35, E<5, F=5+ Signal control, average delay (secs / veh) A<1, B<2, C<35, D<55, E<8, F=8+ Volume / capacity (V/C) A<.5, B<.8, C<.9, D<.95, E<.99, F=.99+ Pedestrians (ped/min/m) A<7, B<23, C<33, D<49, E<82, F=82+ Pedestrians (V/C) A<.1, B<.3, C<.4, D<.6, E<.97, F=.97+ Professional: Date: 219 BG+D (C) Print: 219/2/25 copyright: Dr John Sampson

119 Watercress Road Samrand Avenue 219 Background and Development TVs, Kosmosdal Ext 14 AutoJ control Q 3hr V/C % optim V/C, delay and queue XX Stop street on all approaches this control XX % &AutoJ138 horak-civilconcepts best possible RR % Volume (incl HV) vol/hr North approach vol/hr South approach vol/hr West approach vol/hr East approach veh vol left slip left str right L+S+R Peds left slip left str right L+S+R Peds left slip left str right L+S+R Peds left slip left str right L+S+R Peds Total AM SAT PM ~lanes Control North approach South approach West approach East approach approx. L slip L S R L slip L S R L slip L S R L slip L S R capacity Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop #DIV/! Volume to Capacity ratio LOS A<.5, B<.8, C<.9, D<.95, E<.99 LOS A-B C-D E F V/C North approach V/C South approach V/C West approach V/C East approach V/C L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds i/section AM SAT PM max V/C; movement, approach, pedestrian, i/s Average Delay per vehicle (seconds) LOS A<1, B<15, C<25, D<35, E<5 LOS A-B C-D E F Ave Delay North approach Ave Delay South approach Ave Delay West approach Ave Delay East approach ave. del L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds i/section AM SAT PM Average Queue Length (vehicles) (= Total Delay in veh-hrs/hr) Q North approach Q South approach Q West approach Q East approach Q L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds Total AM SAT PM max Professional: Date: 219 BG+D (C) Print: 219/2/25 registered to: Dr John Sampson

120 AutoJ Design counts Watercress Road Samrand Avenue 224 PH Background and Development TVs, Kosmosdal Ext 1 Q 3hr tot V/C max % optimal best priority RR % &AutoJ138 horak-civilconcepts best signal % Base hour count (veh/hr) Enter hour counts here if qtr hr not already entered from North from South from West from East Ln Sn Rn Ls Ss Rs Lw Sw Rw Le Se Re AM SAT PM % growth base traffic: % growth % per annum no. of years Pedestrians per minute AM SAT PM If crossing not permitted, or does not conflict with vehicles, accept default (zero) Peds north-south (x east side) Peds south-north (x west side) Peds west-east (x north side) Peds east-west (x south side) Pn Ps Pw Pe Heavy vehicles including buses Accept default or input known values one heavy = 2 light veh. period from North from South from West from East %HV average Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM % % % % % % % % % % % % SAT % % % % % % % % % % % % PM % % % % % % % % % % % % Development traffic Optional, use to add/subtract traffic to a movement(s) from North from South from West from East adjust by (veh/hr): Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM SAT PM Design volume / hour Used by AutoJ for all calculations that follow Skip if satisfied, adjust if required, see below for missing counts from North from South from West from East (veh/hr) Left Straight Right Left Straight Right Left Straight Right Left Straight Right % of ADT AM % SAT.% PM % Weighting Signal will give more (>1%) or less(<1%) green time to weighted movement (see Manual). Can use, for example, to force more time for a bus route or force less time to a minor side street. Forcing more green time for one movement will cause additional delay to all other non-preference movements. Weighting will be ignored if resulting time is less than the minimums specified in "cyc". North South West East Left Str Right Left Str Right Left Str Right Left Str Right Weight 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% Downstream block A downstream blockage will mean vehicles can't get out of intersection, green time cannot be used and will be wasted. If desired, the green time given to movements affected by blockages can be decreased or increased using the weighting above. Estimate missing volumes Use to get missing AM, PM or off peak. Only valid for urban intersections without one-ways. Missing peak estimated by reversing known peak, off peak estimated from the combined AM and PM volumes. 1 Copy missing AM or PM peak row and "paste values" back into "Design volume/hour" above. (Note, this cannot be undone once saved) 2 Only when both AM and PM peaks have values in the table below (not before), copy off peak row and "paste values" into "Design volume / hour". from North from South from West from East Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM SAT PM Estimates of Average Daily Traffic (veh/day) For information from North from South from West from East (veh/day) Left Straight Right Left Straight Right Left Straight Right Left Straight Right sum Est. ADT (1) Est ADT (2) Est ADT - 12 hr n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a ADT Professional: Date: 224 BG+D (C) Print: 219/2/25 registered to: Dr John Sampson

121 AutoJ Geometry &AutoJ138 horak-civilconcepts Watercress Road Samrand Avenue 224 PH Background and Development TVs, Kosmosdal Ext 14 Watercress Road to North 13 from North speed (km/h) 6 grade % (+ = up) % rt. turn in gap allowed? slip must yield? n 16 y best priority best signal signal no. lanes no. sig lanes lanes Pw ped length, width, heads y y 75 from West (m) to 2.4 slip must yield? n 1 clear 21. rt. turn in gap allowed? y (m) to clear 2 no. lanes to East grade % (+ = up) % turn lane (m) speed (km/h) 6 no.lanes if RR W= 2 2 =N Samrand Avenue median width (m) circ= 3 median width (m) Samrand Avenue y S= 2 3 =E from East 17.5 speed (km/h) 6 Ps ped l, w, head to West no. lanes 2 (m) to clear grade % (+ = up) % (m) to rt. turn in gap allowed? y clear 1 slip must yield? n Pe ped length, width, heads y 4. signal no. sig. lanes no. lanes 1 lanes 25 turning lane length (m) 4 slip must yield? n rt. turn in gap allowed? grade % (+ = up) % y speed (km/h) 6 from South median (m) median (m) 25 to South Watercress Road turning lane length (m) 13 Pn ped l, w, hea 2 Q 3hr total V/C Max % optimal RR % turn lane (m) % Professional: Date: 224 BG+D (C) Print: 219/2/25 copyright: Dr John Sampson

122 Watercress Road Samrand Avenue 224 PH Background and Development TVs, Kosmosdal Ext 14 AutoJ control Q 3hr V/C % optim V/C, delay and queue XX Stop street on all approaches this control XX % &AutoJ138 horak-civilconcepts best possible RR % Volume (incl HV) vol/hr North approach vol/hr South approach vol/hr West approach vol/hr East approach veh vol left slip left str right L+S+R Peds left slip left str right L+S+R Peds left slip left str right L+S+R Peds left slip left str right L+S+R Peds Total AM SAT PM ~lanes Control North approach South approach West approach East approach approx. L slip L S R L slip L S R L slip L S R L slip L S R capacity Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop Stop #DIV/! 2 57 Volume to Capacity ratio LOS A<.5, B<.8, C<.9, D<.95, E<.99 LOS A-B C-D E F V/C North approach V/C South approach V/C West approach V/C East approach V/C L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds i/section AM SAT PM max V/C; movement, approach, pedestrian, i/s Average Delay per vehicle (seconds) LOS A<1, B<15, C<25, D<35, E<5 LOS A-B C-D E F Ave Delay North approach Ave Delay South approach Ave Delay West approach Ave Delay East approach ave. del L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds i/section AM SAT PM Average Queue Length (vehicles) (= Total Delay in veh-hrs/hr) Q North approach Q South approach Q West approach Q East approach Q L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds Total AM SAT PM max Professional: Date: 224 BG+D (C) Print: 219/2/25 registered to: Dr John Sampson

123 AutoJ Design counts Rooihuskraal Road (M37) Full Access Kosmosdal Ext 12, 219 BG+DEV Q 3hr tot V/C max % optimal best priority Xwe % &AutoJ138 horak-civilconcepts best signal % Base hour count (veh/hr) Enter hour counts here if qtr hr not already entered from North from South from West from East Ln Sn Rn Ls Ss Rs Lw Sw Rw Le Se Re AM off PM % growth base traffic: % growth % per annum no. of years Pedestrians per minute AM off PM If crossing not permitted, or does not conflict with vehicles, accept default (zero) Peds north-south (x east side) Peds south-north (x west side) Peds west-east (x north side) Peds east-west (x south side) Pn Ps Pw Pe Heavy vehicles including buses Accept default or input known values one heavy = 2 light veh. period from North from South from West from East %HV average Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM % % % % % % % % % % % % off % % % % % % % % % % % % PM % % % % % % % % % % % % Development traffic Optional, use to add/subtract traffic to a movement(s) from North from South from West from East adjust by (veh/hr): Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM off PM Design volume / hour Used by AutoJ for all calculations that follow Skip if satisfied, adjust if required, see below for missing counts from North from South from West from East (veh/hr) Left Straight Right Left Straight Right Left Straight Right Left Straight Right % of ADT AM % off.% PM % Weighting Signal will give more (>1%) or less(<1%) green time to weighted movement (see Manual). Can use, for example, to force more time for a bus route or force less time to a minor side street. Forcing more green time for one movement will cause additional delay to all other non-preference movements. Weighting will be ignored if resulting time is less than the minimums specified in "cyc". North South West East Left Str Right Left Str Right Left Str Right Left Str Right Weight 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% Downstream block A downstream blockage will mean vehicles can't get out of intersection, green time cannot be used and will be wasted. If desired, the green time given to movements affected by blockages can be decreased or increased using the weighting above. Estimate missing volumes Use to get missing AM, PM or off peak. Only valid for urban intersections without one-ways. Missing peak estimated by reversing known peak, off peak estimated from the combined AM and PM volumes. 1 Copy missing AM or PM peak row and "paste values" back into "Design volume/hour" above. (Note, this cannot be undone once saved) 2 Only when both AM and PM peaks have values in the table below (not before), copy off peak row and "paste values" into "Design volume / hour". from North from South from West from East Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM off PM Estimates of Average Daily Traffic (veh/day) For information from North from South from West from East (veh/day) Left Straight Right Left Straight Right Left Straight Right Left Straight Right sum Est. ADT (1) Est ADT (2) Est ADT - 12 hr n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a ADT Professional: Date: Full Access_BG+DEV Print: 219/2/25 registered to: Dr John Sampson

124 AutoJ Geometry &AutoJ138 horak-civilconcepts Rooihuskraal Road (M37) Full Access Kosmosdal Ext 12, 219 BG+DEV Rooihuskraal Road (M37) to North 25 from North speed (km/h) 7 grade % (+ = up) % rt. turn in gap allowed? 15 slip must yield? n y best priority best signal signal no. lanes no. sig lanes lanes Pw ped length, width, heads y y 5 from West (m) to 2.4 slip must yield? n clear 3.5 turn lane (m) rt. turn in gap allowed? y 21. (m) to clear 1 no. lanes to East grade % (+ = up) % 1 speed (km/h) 6 no.lanes if RR 5 W= 1 1 =N Full Access median width (m) circ= 2 median width (m) Full Access y S= 2 =E from East 7. speed (km/h) 6 Ps ped l, w, head to West no. lanes 1 (m) to clear. grade % (+ = up) % (m) to rt. turn in gap allowed? y clear slip must yield? n Pe ped length, width, heads y. 4 signal no. sig. lanes no. lanes 1 lanes 25 turning lane length (m) 1 slip must yield? n rt. turn in gap allowed? grade % (+ = up) % y speed (km/h) 7 from South median (m) median (m) 5 to South Rooihuskraal Road (M37) turning lane length (m) 5 Pn ped l, w, hea 2 Q 3hr total V/C Max % optimal Xwe % turn lane (m) % Professional: Date: Full Access_BG+DEV Print: 219/2/25 copyright: Dr John Sampson

125 Rooihuskraal Road (M37) Full Access Kosmosdal Ext 12, 219 BG+DEV AutoJ control Q 3hr V/C % optim V/C, delay and queue Xwe Stop street on west and east approaches this control Xwe % &AutoJ138 horak-civilconcepts best possible Xwe % Volume (incl HV) vol/hr North approach vol/hr South approach vol/hr West approach vol/hr East approach veh vol left slip left str right L+S+R Peds left slip left str right L+S+R Peds left slip left str right L+S+R Peds left slip left str right L+S+R Peds Total AM off PM ~lanes Control North approach South approach West approach East approach approx. L slip L S R L slip L S R L slip L S R L slip L S R capacity Yield Stop Stop Stop Stop Stop #DIV/! Volume to Capacity ratio LOS A<.5, B<.8, C<.9, D<.95, E<.99 LOS A-B C-D E F V/C North approach V/C South approach V/C West approach V/C East approach V/C L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds i/section AM off PM max V/C; movement, approach, pedestrian, i/s Average Delay per vehicle (seconds) LOS A<1, B<15, C<25, D<35, E<5 LOS A-B C-D E F Ave Delay North approach Ave Delay South approach Ave Delay West approach Ave Delay East approach ave. del L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds i/section AM off PM Average Queue Length (= Total Delay in veh-hrs/hr) Q North approach Q South approach Q West approach Q East approach Q L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds Total AM off PM max Professional: Date: Full Access_BG+DEV Print: 219/2/25 registered to: Dr John Sampson

126 AutoJ Design counts Rooihuskraal Road (M37) Full Access Kosmosdal Ext 12, 224 BG+DEV Q 3hr tot V/C max % optimal best priority Xwe % &AutoJ138 horak-civilconcepts best signal % Base hour count (veh/hr) Enter hour counts here if qtr hr not already entered from North from South from West from East Ln Sn Rn Ls Ss Rs Lw Sw Rw Le Se Re AM off PM % growth base traffic: % growth % per annum no. of years Pedestrians per minute AM off PM If crossing not permitted, or does not conflict with vehicles, accept default (zero) Peds north-south (x east side) Peds south-north (x west side) Peds west-east (x north side) Peds east-west (x south side) Pn Ps Pw Pe Heavy vehicles including buses Accept default or input known values one heavy = 2 light veh. period from North from South from West from East %HV average Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM % % % % % % % % % % % % off % % % % % % % % % % % % PM % % % % % % % % % % % % Development traffic Optional, use to add/subtract traffic to a movement(s) from North from South from West from East adjust by (veh/hr): Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM off PM Design volume / hour Used by AutoJ for all calculations that follow Skip if satisfied, adjust if required, see below for missing counts from North from South from West from East (veh/hr) Left Straight Right Left Straight Right Left Straight Right Left Straight Right % of ADT AM % off.% PM % Weighting Signal will give more (>1%) or less(<1%) green time to weighted movement (see Manual). Can use, for example, to force more time for a bus route or force less time to a minor side street. Forcing more green time for one movement will cause additional delay to all other non-preference movements. Weighting will be ignored if resulting time is less than the minimums specified in "cyc". North South West East Left Str Right Left Str Right Left Str Right Left Str Right Weight 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% Downstream block A downstream blockage will mean vehicles can't get out of intersection, green time cannot be used and will be wasted. If desired, the green time given to movements affected by blockages can be decreased or increased using the weighting above. Estimate missing volumes Use to get missing AM, PM or off peak. Only valid for urban intersections without one-ways. Missing peak estimated by reversing known peak, off peak estimated from the combined AM and PM volumes. 1 Copy missing AM or PM peak row and "paste values" back into "Design volume/hour" above. (Note, this cannot be undone once saved) 2 Only when both AM and PM peaks have values in the table below (not before), copy off peak row and "paste values" into "Design volume / hour". from North from South from West from East Left Straight Right Left Straight Right Left Straight Right Left Straight Right AM off PM Estimates of Average Daily Traffic (veh/day) For information from North from South from West from East (veh/day) Left Straight Right Left Straight Right Left Straight Right Left Straight Right sum Est. ADT (1) Est ADT (2) Est ADT - 12 hr n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a ADT Professional: Date: Full Access_BG+DEV_224 Print: 219/2/25 registered to: Dr John Sampson

127 AutoJ Geometry &AutoJ138 horak-civilconcepts Rooihuskraal Road (M37) Full Access Kosmosdal Ext 12, 224 BG+DEV Rooihuskraal Road (M37) to North 25 from North speed (km/h) 7 grade % (+ = up) % rt. turn in gap allowed? 15 slip must yield? n y best priority best signal signal no. lanes no. sig lanes lanes Pw ped length, width, heads y y 5 from West (m) to 2.4 slip must yield? n clear 3.5 turn lane (m) rt. turn in gap allowed? y 21. (m) to clear 1 no. lanes to East grade % (+ = up) % 1 speed (km/h) 6 no.lanes if RR 5 W= 1 1 =N Full Access median width (m) circ= 2 median width (m) Full Access y S= 2 =E from East 7. speed (km/h) 6 Ps ped l, w, head to West no. lanes 1 (m) to clear. grade % (+ = up) % (m) to rt. turn in gap allowed? y clear slip must yield? n Pe ped length, width, heads y. 4 signal no. sig. lanes no. lanes 1 lanes 25 turning lane length (m) 1 slip must yield? n rt. turn in gap allowed? grade % (+ = up) % y speed (km/h) 7 from South median (m) median (m) 5 to South Rooihuskraal Road (M37) turning lane length (m) 5 Pn ped l, w, hea 2 Q 3hr total V/C Max % optimal Xwe % turn lane (m) % Professional: Date: Full Access_BG+DEV_224 Print: 219/2/25 copyright: Dr John Sampson

128 Rooihuskraal Road (M37) Full Access Kosmosdal Ext 12, 224 BG+DEV AutoJ control Q 3hr V/C % optim V/C, delay and queue Xwe Stop street on west and east approaches this control Xwe % &AutoJ138 horak-civilconcepts best possible Xwe % Volume (incl HV) vol/hr North approach vol/hr South approach vol/hr West approach vol/hr East approach veh vol left slip left str right L+S+R Peds left slip left str right L+S+R Peds left slip left str right L+S+R Peds left slip left str right L+S+R Peds Total AM off PM ~lanes Control North approach South approach West approach East approach approx. L slip L S R L slip L S R L slip L S R L slip L S R capacity Yield Stop Stop Stop Stop Stop 4 31 #DIV/! Volume to Capacity ratio LOS A<.5, B<.8, C<.9, D<.95, E<.99 LOS A-B C-D E F V/C North approach V/C South approach V/C West approach V/C East approach V/C L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds i/section AM off PM max V/C; movement, approach, pedestrian, i/s Average Delay per vehicle (seconds) LOS A<1, B<15, C<25, D<35, E<5 LOS A-B C-D E F Ave Delay North approach Ave Delay South approach Ave Delay West approach Ave Delay East approach ave. del L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds i/section AM off PM Average Queue Length (= Total Delay in veh-hrs/hr) Q North approach Q South approach Q West approach Q East approach Q L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds L slip L S R all Peds Total AM off PM max Professional: Date: Full Access_BG+DEV_224 Print: 219/2/25 registered to: Dr John Sampson

129 ANNEXURE F1 CITY OF TSHWANE EXISTING TRAFFIC SIGNAL TIMING PLANS

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149 ANNEXURE F2 DETAILED PHASINGS AND TIMINGS OF THE TRAFFIC SIGNAL

150 PHASING SUMMARY Samrand Avenue / Rooihuiskraal Road (M37) Intersection 219 Weekday Morning Peak Hour Background Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 75 seconds Site: 219 AM BG Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C, D Output Sequence: A, B, C, D Phase Timing Results Phase A B C D Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 27% 29% 25% 19% Phase A Phase B Phase C Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Phase D Rooihuiskraal Road (M37) (N) Samrand Avenue (W) Samrand Avenue (E) Rooihuiskraal Road (M37) (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Friday, 1 February 219 8:32:44 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\1 Samrand_Rooihuskraal M37\BG\Samrand_Rooihuskraal M37_BG.sip

151 PHASING SUMMARY Samrand Avenue / Rooihuiskraal Road (M37) Intersection 219 Weekday Afternoon Peak Hour Background Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 86 seconds Site: 219 PM BG Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C, D Output Sequence: A, B, C, D Phase Timing Results Phase A B C D Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 22% 22% 22% 34% Phase A Phase B Phase C Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Phase D Rooihuiskraal Road (M37) (N) Samrand Avenue (W) Samrand Avenue (E) Rooihuiskraal Road (M37) (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Monday, 11 February 219 7:48:41 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\1 Samrand_Rooihuskraal M37\BG\Samrand_Rooihuskraal M37_BG.sip

152 PHASING SUMMARY Samrand Avenue / Rooihuiskraal Road (M37) Intersection 219 Weekday Morning Peak Hour Background Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 75 seconds Site: 224 AM BG Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C, D Output Sequence: A, B, C, D Phase Timing Results Phase A B C D Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 27% 29% 25% 19% Phase A Phase B Phase C Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Phase D Rooihuiskraal Road (M37) (N) Samrand Avenue (W) Samrand Avenue (E) Rooihuiskraal Road (M37) (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Friday, 1 February 219 8:34: AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\1 Samrand_Rooihuskraal M37\BG\Samrand_Rooihuskraal M37_BG.sip

153 PHASING SUMMARY Samrand Avenue / Rooihuiskraal Road (M37) Intersection 219 Weekday Afternoon Peak Hour Background Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 86 seconds Site: 224 PM BG Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C, D Output Sequence: A, B, C, D Phase Timing Results Phase A B C D Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 22% 22% 22% 34% Phase A Phase B Phase C Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Phase D Rooihuiskraal Road (M37) (N) Samrand Avenue (W) Samrand Avenue (E) Rooihuiskraal Road (M37) (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Monday, 11 February 219 7:41:26 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\1 Samrand_Rooihuskraal M37\BG\Samrand_Rooihuskraal M37_BG.sip

154 PHASING SUMMARY Samrand Avenue / Rooihuiskraal Road (M37) Intersection 219 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 82 seconds Site: 219 AM BG+DEV Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C, D Output Sequence: A, B, C, D Phase Timing Results Phase A B C D Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 24% 27% 29% 2% Phase A Phase B Phase C Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Phase D Rooihuiskraal Road (M37) (N) Samrand Avenue (W) Samrand Avenue (E) Rooihuiskraal Road (M37) (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Monday, 11 February 219 9:3:47 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\1 Samrand_Rooihuskraal M37\BG+DEV\Samrand_Rooihuskraal M37_DEV_Rev1.sip

155 PHASING SUMMARY Samrand Avenue / Rooihuiskraal Road (M37) Intersection 219 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 11 seconds Site: 219 PM BG+DEV Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C, D Output Sequence: A, B, C, D Phase Timing Results Phase A B C D Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 17% 15% 29% 39% Phase A Phase B Phase C Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Phase D Rooihuiskraal Road (M37) (N) Samrand Avenue (W) Samrand Avenue (E) Rooihuiskraal Road (M37) (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Monday, 11 February 219 9:31:1 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\1 Samrand_Rooihuskraal M37\BG+DEV\Samrand_Rooihuskraal M37_DEV_Rev1.sip

156 PHASING SUMMARY Samrand Avenue / Rooihuiskraal Road (M37) Intersection 219 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 82 seconds Site: 224 AM BG+DEV Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C, D Output Sequence: A, B, C, D Phase Timing Results Phase A B C D Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 24% 27% 29% 2% Phase A Phase B Phase C Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Phase D Rooihuiskraal Road (M37) (N) Samrand Avenue (W) Samrand Avenue (E) Rooihuiskraal Road (M37) (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Monday, 11 February 219 9:31:39 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\1 Samrand_Rooihuskraal M37\BG+DEV\Samrand_Rooihuskraal M37_DEV_Rev1.sip

157 PHASING SUMMARY Samrand Avenue / Rooihuiskraal Road (M37) Intersection 219 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 11 seconds Site: 224 PM BG+DEV Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C, D Output Sequence: A, B, C, D Phase Timing Results Phase A B C D Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 17% 15% 29% 39% Phase A Phase B Phase C Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Phase D Rooihuiskraal Road (M37) (N) Samrand Avenue (W) Samrand Avenue (E) Rooihuiskraal Road (M37) (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Monday, 11 February 219 9:31:5 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\1 Samrand_Rooihuskraal M37\BG+DEV\Samrand_Rooihuskraal M37_DEV_Rev1.sip

158 PHASING SUMMARY Waterberg Road / Rooihuiskraal Road (M37) Intersection 219 Weekday Morning Peak Hour Background Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 8 seconds Site: 219 AM BG Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B Output Sequence: A, B Phase Timing Results Phase A B Green Time (sec) 48 2 Yellow Time (sec) 3 3 All-Red Time (sec) 3 3 Phase Time (sec) Phase Split 68% 33% Phase A Phase B Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Waterberg Road (W) Waterberg Road (W) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Wednesday, 23 January 219 8:28:53 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\2 Waterburg_Rooihuskraal M37\BG\Waterburg Road_Rooihuskraal M37_BG_REV1.sip

159 PHASING SUMMARY Waterberg Road / Rooihuiskraal Road (M37) Intersection 219 Weekday Afternoon Peak Hour Background Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 1 seconds Site: 219 PM BG Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B Output Sequence: A, B Phase Timing Results Phase A B Green Time (sec) 68 2 Yellow Time (sec) 3 3 All-Red Time (sec) 3 3 Phase Time (sec) Phase Split 74% 26% Phase A Phase B Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Waterberg Road (W) Waterberg Road (W) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Wednesday, 23 January 219 8:29:17 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\2 Waterburg_Rooihuskraal M37\BG\Waterburg Road_Rooihuskraal M37_BG_REV1.sip

160 PHASING SUMMARY Waterberg Road / Rooihuiskraal Road (M37) Intersection 224 Weekday Morning Peak Hour Background Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 8 seconds Site: 224 AM BG Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B Output Sequence: A, B Phase Timing Results Phase A B Green Time (sec) 48 2 Yellow Time (sec) 3 3 All-Red Time (sec) 3 3 Phase Time (sec) Phase Split 68% 33% Phase A Phase B Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Waterberg Road (W) Waterberg Road (W) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Wednesday, 23 January 219 8:31:51 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\2 Waterburg_Rooihuskraal M37\BG\Waterburg Road_Rooihuskraal M37_BG_REV1.sip

161 PHASING SUMMARY Waterberg Road / Rooihuiskraal Road (M37) Intersection 224 Weekday Afternoon Peak Hour Background Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 1 seconds Site: 224 PM BG Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B Output Sequence: A, B Phase Timing Results Phase A B Green Time (sec) 68 2 Yellow Time (sec) 3 3 All-Red Time (sec) 3 3 Phase Time (sec) Phase Split 74% 26% Phase A Phase B Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Waterberg Road Waterberg Road Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Wednesday, 23 January 219 8:33:2 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\2 Waterburg_Rooihuskraal M37\BG\Waterburg Road_Rooihuskraal M37_BG_REV1.sip

162 PHASING SUMMARY Waterberg Road / Rooihuiskraal Road (M37) Intersection 219 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 8 seconds Site: 219 AM BG+DEV Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B Output Sequence: A, B Phase Timing Results Phase A B Green Time (sec) 48 2 Yellow Time (sec) 3 3 All-Red Time (sec) 3 3 Phase Time (sec) Phase Split 68% 33% Phase A Phase B Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Waterberg Road (W) Waterberg Road (W) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Wednesday, 23 January 219 8:51:55 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\2 Waterburg_Rooihuskraal M37\BG+DEV\Waterburg Road_Rooihuskraal M37_BG+DEV.sip

163 MOVEMENT SUMMARY Waterberg Road / Rooihuiskraal Road (M37) Intersection 219 Weekday Afternoon Peak Hour Background and Development Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 1 seconds Site: 219 PM BG+DEV Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Rooihuiskraal Road (M37) (S) 1 L LOS C T LOS A Approach LOS B North: Rooihuiskraal Road (M37) (N) 8 T LOS A R LOS D Approach LOS A West: Waterberg Road (W) 1 L LOS D R LOS D Approach LOS D All Vehicles LOS B Level of Service (Aver. Int. Delay): LOS B. Based on average delay for all vehicle movements. LOS Method: Delay (HCM). Level of Service (Worst Movement): LOS D. LOS Method for individual vehicle movements: Delay (HCM). Approach LOS values are based on average delay for all vehicle movements. Processed: Wednesday, 23 January 219 8:57:1 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\2 Waterburg_Rooihuskraal M37\BG+DEV\Waterburg Road_Rooihuskraal M37_BG+DEV.sip

164 PHASING SUMMARY Waterberg Road / Rooihuiskraal Road (M37) Intersection 224 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 8 seconds Site: 224 AM BG+DEV Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B Output Sequence: A, B Phase Timing Results Phase A B Green Time (sec) 48 2 Yellow Time (sec) 3 3 All-Red Time (sec) 3 3 Phase Time (sec) Phase Split 68% 33% Phase A Phase B Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Waterberg Road (W) Waterberg Road (W) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Wednesday, 23 January 219 9:5:3 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\2 Waterburg_Rooihuskraal M37\BG+DEV\Waterburg Road_Rooihuskraal M37_BG+DEV.sip

165 PHASING SUMMARY Waterberg Road / Rooihuiskraal Road (M37) Intersection 224 Weekday Afternoon Peak Hour Background and Development Traffic Volumes Existing Traffic Signal Controlled Intersection Configuration Signals - Fixed Time Cycle Time = 1 seconds Site: 224 PM BG+DEV Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B Output Sequence: A, B Phase Timing Results Phase A B Green Time (sec) 68 2 Yellow Time (sec) 3 3 All-Red Time (sec) 3 3 Phase Time (sec) Phase Split 74% 26% Phase A Phase B Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Waterberg Road (W) Waterberg Road (W) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Wednesday, 23 January 219 9:6:37 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\2 Waterburg_Rooihuskraal M37\BG+DEV\Waterburg Road_Rooihuskraal M37_BG+DEV.sip

166 PHASING SUMMARY Samrand Avenue / Rietspruit Road Junction 218 Weekday Morning Peak Hour Background Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 219 AM BG Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C, D Output Sequence: A, B, C, D Phase Timing Results Phase A B C D Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 16% 27% 16% 42% Phase A Phase B Phase C Rietspruit Road (N) Rietspruit Road (N) Rietspruit Road (N) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Rietspruit Road (S) Rietspruit Road (S) Rietspruit Road (S) Phase D Rietspruit Road (N) Samrand Avenue (W) Samrand Avenue (E) Rietspruit Road (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Wednesday, 2 January 219 2:3:26 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\3 Reitspurit_Samrand\BG\Samrand-Rietspruit_BG.sip

167 PHASING SUMMARY Samrand Avenue / Rietspruit Road Junction 218 Weekday Afernoon Peak Hour Background Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 219 PM BG Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C, D Output Sequence: A, B, C, D Phase Timing Results Phase A B C D Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 19% 33% 19% 29% Phase A Phase B Phase C Rietspruit Road (N) Rietspruit Road (N) Rietspruit Road (N) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Rietspruit Road (S) Rietspruit Road (S) Rietspruit Road (S) Phase D Rietspruit Road (N) Samrand Avenue (W) Samrand Avenue (E) Rietspruit Road (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Wednesday, 2 January 219 3:13:8 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\3 Reitspurit_Samrand\BG\Samrand-Rietspruit_BG.sip

168 PHASING SUMMARY Samrand Avenue / Rietspruit Road Junction 224 Weekday Morning Peak Hour Background Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 224 AM BG Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C, D Output Sequence: A, B, C, D Phase Timing Results Phase A B C D Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 16% 27% 16% 42% Phase A Phase B Phase C Rietspruit Road (N) Rietspruit Road (N) Rietspruit Road (N) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Rietspruit Road (S) Rietspruit Road (S) Rietspruit Road (S) Phase D Rietspruit Road (N) Samrand Avenue (W) Samrand Avenue (E) Rietspruit Road (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Wednesday, 2 January 219 3:18:49 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\3 Reitspurit_Samrand\BG\Samrand-Rietspruit_BG.sip

169 PHASING SUMMARY Samrand Avenue / Rietspruit Road Junction 224 Weekday Afernoon Peak Hour Background Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 224 PM BG Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C, D Output Sequence: A, B, C, D Phase Timing Results Phase A B C D Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 19% 33% 19% 29% Phase A Phase B Phase C Rietspruit Road (N) Rietspruit Road (N) Rietspruit Road (N) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Rietspruit Road (S) Rietspruit Road (S) Rietspruit Road (S) Phase D Rietspruit Road (N) Samrand Avenue (W) Samrand Avenue (E) Rietspruit Road (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Wednesday, 2 January 219 3:44:41 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\3 Reitspurit_Samrand\BG\Samrand-Rietspruit_BG.sip

170 PHASING SUMMARY Samrand Avenue / Rietspruit Road Junction 218 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 219 AM BG+DEV Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C, D Output Sequence: A, B, C, D Phase Timing Results Phase A B C D Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 16% 27% 16% 42% Phase A Phase B Phase C Rietspruit Road (N) Rietspruit Road (N) Rietspruit Road (N) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Rietspruit Road (S) Rietspruit Road (S) Rietspruit Road (S) Phase D Rietspruit Road (N) Samrand Avenue (W) Samrand Avenue (E) Rietspruit Road (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Friday, 1 February :32:55 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\3 Reitspurit_Samrand\BG+DEV\Samrand-Rietspruit_BG+DEV.sip

171 PHASING SUMMARY Samrand Avenue / Rietspruit Road Junction 218 Weekday Afernoon Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 219 PM BG+DEV Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C, D Output Sequence: A, B, C, D Phase Timing Results Phase A B C D Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 19% 33% 19% 29% Phase A Phase B Phase C Rietspruit Road (N) Rietspruit Road (N) Rietspruit Road (N) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Rietspruit Road (S) Rietspruit Road (S) Rietspruit Road (S) Phase D Rietspruit Road (N) Samrand Avenue (W) Samrand Avenue (E) Rietspruit Road (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Friday, 1 February 219 1:39:1 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\3 Reitspurit_Samrand\BG+DEV\Samrand-Rietspruit_BG+DEV.sip

172 PHASING SUMMARY Samrand Avenue / Rietspruit Road Junction 224 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 224 AM BG+DEV Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C, D Output Sequence: A, B, C, D Phase Timing Results Phase A B C D Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 16% 27% 16% 42% Phase A Phase B Phase C Rietspruit Road (N) Rietspruit Road (N) Rietspruit Road (N) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Rietspruit Road (S) Rietspruit Road (S) Rietspruit Road (S) Phase D Rietspruit Road (N) Samrand Avenue (W) Samrand Avenue (E) Rietspruit Road (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Friday, 1 February 219 1:4:3 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\3 Reitspurit_Samrand\BG+DEV\Samrand-Rietspruit_BG+DEV.sip

173 PHASING SUMMARY Samrand Avenue / Rietspruit Road Junction 224 Weekday Afernoon Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 224 PM BG+DEV Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C, D Output Sequence: A, B, C, D Phase Timing Results Phase A B C D Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 19% 33% 19% 29% Phase A Phase B Phase C Rietspruit Road (N) Rietspruit Road (N) Rietspruit Road (N) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Samrand Avenue (W) Samrand Avenue (E) Rietspruit Road (S) Rietspruit Road (S) Rietspruit Road (S) Phase D Rietspruit Road (N) Samrand Avenue (W) Samrand Avenue (E) Rietspruit Road (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Friday, 1 February 219 1:4:5 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\3 Reitspurit_Samrand\BG+DEV\Samrand-Rietspruit_BG+DEV.sip

174 PHASING SUMMARY Rooihuiskraal Road / Rietspruit Road Junction 219 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 219 AM BG Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C Output Sequence: A, B, C Phase Timing Results Phase A B C Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 31% 42% 27% Phase A Phase B Phase C Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Rooihuiskraal Road (M37) (N) Rietspriut Road (W) Rietspriut Road (E) Rietspriut Road (W) Rietspriut Road (E) Rietspriut Road (W) Rietspriut Road (E) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Rooihuiskraal Road (M37) (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Monday, 11 February :31:8 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\4 Reitspurit_Rooihuskraal\BG\Rooihuiskraal-Rietspruit_BG.sip

175 PHASING SUMMARY Rooihuiskraal Road / Rietspruit Road Junction 219 Weekday Afternoon Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 7 seconds Site: 219 PM BG Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C Output Sequence: A, B, C Phase Timing Results Phase A B C Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 24% 41% 34% Phase A Phase B Phase C Rooihuiskraal Road (N) Rooihuiskraal Road (N) Rooihuiskraal Road (N) Rietspriut Road (W) Rietspriut Road (E) Rietspriut Road (W) Rietspriut Road (E) Rietspriut Road (W) Rietspriut Road (E) Rooihuiskraal Road (S) Rooihuiskraal Road (S) Rooihuiskraal Road (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Friday, 1 February 219 2:59:17 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\4 Reitspurit_Rooihuskraal\BG\Rooihuiskraal-Rietspruit_BG.sip

176 PHASING SUMMARY Rooihuiskraal Road / Rietspruit Road Junction 224 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 224 AM BG Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C Output Sequence: A, B, C Phase Timing Results Phase A B C Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 31% 42% 27% Phase A Phase B Phase C Rooihuiskraal Road (N) Rooihuiskraal Road (N) Rooihuiskraal Road (N) Rietspriut Road (W) Rietspriut Road (E) Rietspriut Road (W) Rietspriut Road (E) Rietspriut Road (W) Rietspriut Road (E) Rooihuiskraal Road (S) Rooihuiskraal Road (S) Rooihuiskraal Road (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Friday, 1 February 219 3:5:49 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\4 Reitspurit_Rooihuskraal\BG\Rooihuiskraal-Rietspruit_BG.sip

177 PHASING SUMMARY Rooihuiskraal Road / Rietspruit Road Junction 224 Weekday Afternoon Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 7 seconds Site: 224 PM BG Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C Output Sequence: A, B, C Phase Timing Results Phase A B C Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 24% 41% 34% Phase A Phase B Phase C Rooihuiskraal Road (N) Rooihuiskraal Road (N) Rooihuiskraal Road (N) Rietspriut Road (W) Rietspriut Road (E) Rietspriut Road (W) Rietspriut Road (E) Rietspriut Road (W) Rietspriut Road (E) Rooihuiskraal Road (S) Rooihuiskraal Road (S) Rooihuiskraal Road (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Friday, 1 February 219 2:5:44 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\4 Reitspurit_Rooihuskraal\BG\Rooihuiskraal-Rietspruit_BG.sip

178 PHASING SUMMARY Rooihuiskraal Road / Rietspruit Road Junction 219 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 219 AM BG+DEV Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C Output Sequence: A, B, C Phase Timing Results Phase A B C Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 31% 42% 27% Phase A Phase B Phase C Rooihuiskraal Road (N) Rooihuiskraal Road (N) Rooihuiskraal Road (N) Rietspriut Road (W) Rietspriut Road (E) Rietspriut Road (W) Rietspriut Road (E) Rietspriut Road (W) Rietspriut Road (E) Rooihuiskraal Road (S) Rooihuiskraal Road (S) Rooihuiskraal Road (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Friday, 1 February 219 3:56:51 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\4 Reitspurit_Rooihuskraal\BG+DEV\Rooihuiskraal- Rietspruit_DEV_Rev1.sip

179 PHASING SUMMARY Rooihuiskraal Road / Rietspruit Road Junction 219 Weekday Afternoon Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 7 seconds Site: 219 PM BG+DEV Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C Output Sequence: A, B, C Phase Timing Results Phase A B C Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 24% 41% 34% Phase A Phase B Phase C Rooihuiskraal Road (N) Rooihuiskraal Road (N) Rooihuiskraal Road (N) Rietspriut Road (W) Rietspriut Road (E) Rietspriut Road (W) Rietspriut Road (E) Rietspriut Road (W) Rietspriut Road (E) Rooihuiskraal Road (S) Rooihuiskraal Road (S) Rooihuiskraal Road (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Friday, 1 February 219 3:49:21 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\4 Reitspurit_Rooihuskraal\BG+DEV\Rooihuiskraal- Rietspruit_DEV_Rev1.sip

180 PHASING SUMMARY Rooihuiskraal Road / Rietspruit Road Junction 224 Weekday Morning Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 9 seconds Site: 224 AM BG+DEV Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C Output Sequence: A, B, C Phase Timing Results Phase A B C Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 31% 42% 27% Phase A Phase B Phase C Rooihuiskraal Road (N) Rooihuiskraal Road (N) Rooihuiskraal Road (N) Rietspriut Road (W) Rietspriut Road (E) Rietspriut Road (W) Rietspriut Road (E) Rietspriut Road (W) Rietspriut Road (E) Rooihuiskraal Road (S) Rooihuiskraal Road (S) Rooihuiskraal Road (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Friday, 1 February 219 3:53:58 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\4 Reitspurit_Rooihuskraal\BG+DEV\Rooihuiskraal- Rietspruit_DEV_Rev1.sip

181 PHASING SUMMARY Rooihuiskraal Road / Rietspruit Road Junction 224 Weekday Afternoon Peak Hour Background and Development Traffic Volumes Existing Signalised Four Legged Junction Signals - Fixed Time Cycle Time = 7 seconds Site: 224 PM BG+DEV Cycle Time Option: User-specified Cycle Time Phase times specified by the user Sequence: Two-Phase Input Sequence: A, B, C Output Sequence: A, B, C Phase Timing Results Phase A B C Green Time (sec) Yellow Time (sec) All-Red Time (sec) Phase Time (sec) Phase Split 24% 41% 34% Phase A Phase B Phase C Rooihuiskraal Road (N) Rooihuiskraal Road (N) Rooihuiskraal Road (N) Rietspriut Road (W) Rietspriut Road (E) Rietspriut Road (W) Rietspriut Road (E) Rietspriut Road (W) Rietspriut Road (E) Rooihuiskraal Road (S) Rooihuiskraal Road (S) Rooihuiskraal Road (S) Normal Movement Slip-Lane Movement Stopped Movement Turn On Red Permitted/Opposed Opposed Slip-Lane Continuous Movement Undetected Movement Phase Transition Applied Processed: Friday, 1 February 219 3:46:36 PM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION Project: W:\CC-Projects\C PROJECTS\C2562 (MG) KOSMOSDAL X 89\1. Client and Related Bodies\1.13 TIS, Traffic Statements\5 Calculations\TIA\2 Sidra\4 Reitspurit_Rooihuskraal\BG+DEV\Rooihuiskraal- Rietspruit_DEV_Rev1.sip

182 ANNEXURE G LINE OF SIGHT

183 5456. Sight ROOIHUISKRAAL ROAD X X Peg Distance (m) DATUM : Ground Level (m) (@GLO) SIGHT DISTANCE Level (m) Depth (m) (@GLO) SIGHT LONGITUDINAL SECTION SCALE HOR 1:1 VER 1:1 VERTICAL ALIGNMENT DATA Peg dist. Elev. BVc EVc CL Grade(%) Y Y 869 Y ROOIHUISKRAAL ROAD / RECEPTION AREA STORE & C/R AREA CH = 33 VPI=151.5 CH = 51 VPI= LINE OF SIGHT NATURAL GROUND LEVEL High NOTES AND SPECIFICATIONS AMENDMENTS NO. DATE APPROVED DESCRIPTION PAR. DESIGNED DRAWN LJ ZIETSMAN R. LESSING SIGNATURE:... DATE:... SIGNATURE:... DATE:... DESIGN CHECKED BY LJ ZIETSMAN INFRASTRUCTURE TECHNICAL INFORMATION MANAGEMENT D.J. CHALMERS SIGNATURE:... DATE:... PROJECT STATUS CONCEPT DRAWING PROJECT ENGINEER ( CONSULTANT) TENDER DRAWING APPROVED FOR CONSTRUCTION DRAWING AS BUILT DRAWING LJ ZIETSMAN INITIALS AND SURNAME SIGNATURE AND Pr. No. 15/11/218 DATE PROJECT ENGINEER ( CITY OF TSHWANE) INITIALS AND SURNAME SIGNATURE AND Pr. No. DATE STRUCTURAL ENGINEER (CITY OF TSHWANE) INITIALS AND SURNAME SIGNATURE AND Pr. No. DATE INSPECTOR OF WORKS (CITY OF TSHWANE): INITIALS AND SURNAME SIGNATURE AND Pr. No. DATE CONSULTANT DETAIL CITY OF TSHWANE ROADS & TRANSPORT DEPARTMENT GROUP HEAD Mr Letlonkane P. (Pheko) P.O. BOX 149 PRETORIA 1 DRAWING APPROVED BY ACTING DIVISIONAL HEAD Mr Lebepe M.T. (Thabo) ACTING DIVISIONAL HEAD Mr Lebepe M.T. (Thabo) P.O. BOX 149 PRETORIA 1 SIGNATURE:... DATE:... LOCATION OF PROJECT: KOSMOSDAL X 14 KOSMOSDAL FILLING STATION LINE OF SIGHT PLAN WAYLEAVE No. : - CONTRACT No. : PROJECT No. : C2562 C2562 DATE : SCALE : ORIGINAL PAPER SIZE: 15/11/218 A1 A1 DRAWING NO. C SHEET NO: REVISION