Traffic Impact Statement. Durbanville Development Erf 40, Re 72, Erf and Erf 91, Durbanville

Transcription

1 Traffic Impact Statement Durbanville Development Erf 40, Re 72, Erf 5732 and Erf 9, Durbanville PREPARED FOR: CONTACT PERSON: Gerhard Nel PREPARED BY: KERNEELS LION CACHET ENGINEERS CONTACT: Kerneels Lion-Cachet PrEng Cell: DATE : October 208 FILE : WC802 Durbanville TISm Front page 0.0.docx

2 TABLE OF CONTENTS. INTRODUCTION AND BACKGROUND THE DEVELOPMENT DEVELOPMENT DESCRIPTION LAND USE: TRIP GENERATION: ROAD NETWORK PUBLIC TRANSPORT ROAD ACCESS PHASE : PHASE 2: ROAD INTERSECTIONS ON BOTH SIDES OF THE DEVELOPMENT ROUNDABOUT AT THE BELVEDERE ESTATE ENTRANCE CHALLENGE: INTERSECTION VISSERSHOK ROAD AND BELVEDERE STREET SOLUTION: INTERSECTION VISSERSHOK ROAD AND BELVEDERE STREET DEVELOPMENT CHARGES (BULK CONTRIBUTION) CONCEPTUAL GEOMETRIC LAYOUT OF ACCESS PARKING AND INTERNAL CIRCULATION TRAFFIC IMPACT...6 Page i WC802 Durbanville TISm 0.0.docx

3 . INTRODUCTION AND BACKGROUND The City of Cape Town (CoCT) requires a Traffic Impact Statement (TISm) to accompany the following applications Application for Rezoning and Subdivision of Erf 40, Re 72, Erf 5732 and Erf 9, Durbanville. The following will be used as guiding documents for the TISm: Manual for traffic impact studies, RR93/635, 995 TMH7, South African Trip Data Manual, Version.0, September 203, COTO The trip generation of the proposed Townhouse/Group Dwelling development is calculated to be 75 peak hour trips (pht s). The recommended content of a TISm (as recorded in the above recorded Manual) will be used, with the following sub-headings: The development Road network Road access Road intersections both sides of the proposed development Conceptual geometric layout of accesses Traffic impact Page 2

4 2. THE DEVELOPMENT 2.. DEVELOPMENT DESCRIPTION The following development indicators have reference (discussed in detail under separate headings in the TISm report): Site Area: - 3.3ha Size of Development: -.79ha (89 Units) Proposed accesses - Access from Belvedere Street and Country Way (Wigan Way) Development Phases - Two Phases (see recordings following) Parking Provision - Townhouses/Group Dwellings: 2 bays per unit (78 bays on residential properties) The erf numbers, proposed Spatial Development Plan and typical units are shown in the following figures. Erf Numbers Page 3

5 Spatial Development Plan Page 4

6 Spatial Development Plan east zoom Spatial Development Plan middle zoom Page 5

7 Type one Townhouse/Group Dwelling Type two Townhouse/Group Dwelling Page 6

8 2.2. LAND USE: The existing land use of Erf 40 and Erf 72 is zoned Single Residential (SR), to be rezoned to General Residential (GR) TRIP GENERATION: Erf 40 & 72 The most appropriate trip generation is recorded in the following table, as per the TMH7, South African Trip Data Manual, Version.0, September 203, COTO. Reference LANDUSE COTO Trip Data Manual TMH7 Residential Townhouses (Simplexes or Duplexe) Daily trip rate per Unit 3.75 AADT p Peaking factor F QD AM/PM Hourly trip rate 0.84 F QD * AADT p Development 89 Number of Units AM - In:Out 25% 75% PM - In: Out 70% 30% Trip Generation Adjustment Factor 0% Calculated Trip Generation AM/PM 75 Other Developments The following other developments have been taken in consideration and used to calculate the background traffic (See Attachment Background Traffic): Clara Anna Fontein Erf 96 Durbanville Gardens Page 7

9 3. ROAD NETWORK The location and road classification of the surrounding road network is shown in the following figures, an abstract from the Transport for Cape Town (TCT), Public Right of Way, Road Network Metropolitan Area, August 203. Erf 40 Vissershok Road (M48) Page 8

10 Google Map Image The proposed development is located as follows with regard to the road network: Access to the developments are mainly gained from Vissershok Road (M48), a Primary Arterial, Class 2), Belvedere Street (an Access Road, Class 5), as well as Country Way (or Wigan Way) (an Access Roads, Class 5). It is the intention to widen the Country Way road reserve to 0m through sacrificing a 4m wide strip of land from Erf 9 and Erf Durbanville High School and their sport fields and facilities is located nearby and east of the development, and directly east of the school, the Durbanville CBD. Page 9

11 3.. PUBLIC TRANSPORT CoCT Public Transport Zones This area was not identified by the CoCT as a Public Transport PT or PT2 area. The development is also not near existing or future planned MyCiTi Bus Routes. Bus and Taxi Routes Paved walkways are installed on both sides along Vissershok Road (at the location of Belvedere Street). The following taxi route is operated along Vissershok Road: F94 (Durbanville Vissershok Farm) No additional public transport facilities are recommended as part of this development. Page 0

12 4. ROAD ACCESS The intersections giving access to the development includes: Vissershok Road and Belvedere Street Belvedere Street at the entrance to La Verona Close The following access also has reference: Belvedere Street at the entrance to Belvedere Estate It is the intention to widen the Country Way road reserve to 0m through sacrificing a 4m wide strip of land from Erf 9 and Erf The future internal road reserve widths are shown in the following figure (engineering design will be performed at an appropriate time and submitted to the local authority for comment and approval). Internal road reserve widths Page

13 The development was divided into two phases specifically to allow enough time to privatise Country Way to become an internal road (0m road reserve). A 3m road reserve along Country Way is not possible, meaning it cannot stay a public access road. The implementation time frames to make the development viable therefore includes: Phase One: Implementing a 0m wide road reserve along Country Way as a public access road, and commence with the development of Erf 72 (8 units) Phase Two: Country Way road closure and consolidation to become an internal road, and commencement with the development of Erf 40 (8 units) Phase and 2 descriptions as per the Rezoning and Subdivision Application is repeated herewith for reasons of clarity: 4.. PHASE : The proposed application(s) on Erf 72, Erf 5732, and Erf 9 Durbanville, Cape Town, in terms of the City of Cape Town s Municipal Planning By-law (or MBPL) (205), are as follows: The rezoning of Erf 72, Durbanville from Single Residential (SR) to Subdivisional Area in terms of Section 42(a) of the MPBL to accommodate portions of land zoned for General Residential Zone (GR), Transport Zone 2, and Open Space Zone 2. The subdivision of Erf 72, Durbanville into 9 residential portions, 3 open space portions, refuse room, and road. The subdivision of Erf 5732, Durbanville, in terms of Section 42(d) of the MPBL into a portion and Remainder. The subdivision of Erf 9, Durbanville, in terms of Section 42(d) of the MPBL into a portion and Remainder PHASE 2: The proposed application(s) on Erf 40, Durbanville, Cape Town in terms of the City of Cape Town s Municipal Planning By-law (or MBPL) (205), are as follows: Consolidation of the Portion of Erf 9 with Country Way (public road). Consolidation of the Portion of Erf 5732 with Country Way (public road). Closure of the remaining public roads as described on the numbered plan. The consolidation of Erf 40 Durbanville, with closed roads. The subdivision of consolidated erf in terms of Section 42(d) of the MPBL as described in terms of the subdivision plan. Registration of 2.0m servitude for sewer line on the eastern edge of the site. Page 2

14 5. ROAD INTERSECTIONS ON BOTH SIDES OF THE DEVELOPMENT The following intersections have reference: Vissershok Road and Belvedere Street Belvedere Street at the entrance to La Verona Close The following access also has reference: Belvedere Street at the entrance to Belvedere Estate The summary of traffic counts, analysis and results is recorded in the Attachements, inclusive of: Exsting traffic condition Background trafffic Development trip generation and distribution Trip distribution plus background traffic (Base year background) Trip distribution plus existing traffic (Base year existing) Solutions 5.. ROUNDABOUT AT THE BELVEDERE ESTATE ENTRANCE The following important observations with regards to the existing traffic conditions: Queue lengths (vehicle number counts) were conducted at the roundabout at the Belvedere Estate entrance as to determine whether or not entrance queueing intrude into the roundabout. A longer than two and three vehicle que length at the visitor s and resident s entrance respectively will result in vehicle intrusion into the roundabout. Only one 5 second count over the entire AM and PM peak periods had three vehicles queueing at the visitor s entrance. This is therefore not anticipated to be a challenge CHALLENGE: INTERSECTION VISSERSHOK ROAD AND BELVEDERE STREET The following important observations with regards to the existing traffic conditions: The main road along Vissershok Road currently operates at free flow conditions at the intersection with the minor road Belvedere Street. The T-intersection that Belvedere Street makes with Vissershok Road, and specifically the right turn movement from the minor road into the main road, currently operates at a LOS F, with a delay of 64.4s during the AM peak period (50 right turn vehicles), and 92.8s during the PM peak period (9 right turn vehicles). Page 3

15 The following important observations with regards to the trip generation: The development ads 75 vehicles in the peak hour to the Vissershok Road and Belvedere Street intersection. The number of additional vehicles is therefore on the border of what is accepted in traffic engineering analysis to triggering the analysis of such an intersection (> 75 pht s), it is having an influence on the traffic conditions at the specific intersection. The following important observation with regards to the background traffic (existing traffic plus other known development traffic). The background traffic results in right turn movements from the minor Belvedere Street into the main road Vissershok Road to be impossible, with a delay of 639s and 640s in the AM and PM peak hour s respectively. The average queue distance along Belvedere Street is still manageable, but the Saturation is.52 and.24 for the AM and PM peak hours respectively. A LOS F for this right turn lane prevails, as for the existing situation. The following important observation with regards to the base year traffic (development traffic plus the background traffic) The unacceptable condition as already recorded for the background traffic will continue and worsen, with Average Queue Distance s starting to intrude over half the distance to the Belvedere Street and La Verona Close intersection. The following important observation with regards to the development traffic plus the existing traffic (exclusive of other known development traffic) A similar condition will be experienced as compared to the existing traffic conditions. The LOS F for right turn moverments from the minor Belvedere Street into the main Vissershok Road remains. Concluding observations: The existing traffic movement along the main road Vissershok Road is free flow. The right turn movement from the minor road Belvedere Street into Vissershok Road is currently operating at a LOS F, therefore not acceptable. Adding this development traffic to the existing traffic result in more or less the same unacceptable traffic condition. The background traffic (existing traffic plus other known development traffic), makes right turn movements from the minor Belvedere Street into Vissershok Road impossible, posing a safety risk (with regards to possible vehicle accidents). Page 4

16 5.3. SOLUTION: INTERSECTION VISSERSHOK ROAD AND BELVEDERE STREET The following possible solutions at the intersection Vissershok Road and Belvedere Street was modelled: Roundabout intersection ( lane per direction - space limitation) Signalised intersection (2 lanes per direction along the main road Vissershok Road) Roundabout: Vissershok Road and Belvedere Street intersection The following comments: The access challenge for right turning movements from the minor Belvedere Street into the main road Vissershok Road is overcome with a resultant LOS B (LOS A for the intersection), for both the AM and PM peak hours. Space constraints makes the implementation of a traffic circle however impossible. Signal: Vissershok Road and Belvedere Street intersection The following comments: Signalisation with the current geometric layout works but result in unacceptable Average Queue Distances during the AM and PM peak hours along the major road Vissershok Road (86m for the eastern approach, and 62m for the western approach respectively). Signalisation with geometric improvements result in acceptable levels of service. The geometric improvements include a four-lane major road Vissershok Road, and the extension of the eastern approach right tune lane from 50m to 70m. Future road capacity improvement along Vissershok Road is not compromised with this proposed signalisation and geometric road improvements at the intersection with Belvedere Street DEVELOPMENT CHARGES (BULK CONTRIBUTION) It is proposed that the development charges (bulk contribution), be utilized for the design and implementation of the proposed signalisation and geometric improvements at the Vissershok Road and Belvedere Street Intersection. The signalisation requirement resulted from the background traffic (additional traffic that will be generated by other developments in the area). Page 5

17 6. CONCEPTUAL GEOMETRIC LAYOUT OF ACCESS The curved road section from Belvedere Street into Country Way, together with all the municipal services will be designed by others, and presented for approval to the CoCT. 7. PARKING AND INTERNAL CIRCULATION The CoCT Zoning Scheme Regulations records the following minimum off-street park bay requirements. REFERENCE DESCRIPTION LANDUSE CoCT Zoning Scheme Regulations "Group Townhouses (Simplexes or Duplexe) Dwelling" Bays per dwelling.75 Bays/Dwelling Bays for visitors 0.25 Bays/Dwelling Development 89 Number of Dwellings Calculated Number of off-street Parking Bays will be provided Refuse collection for the development will be private. 8. TRAFFIC IMPACT The professional opinion on the traffic impact, based on the site observation and traffic counts, and the analysis performed, concluded that: The existing traffic conditions is not acceptable with regards to the minor road Belvedere Street access into the main road Vissershok Road. The development traffic added to the existing traffic resulted in a similar unacceptable condition as recorded. The background traffic (existing traffic with known and other developments being implemented) results in a congested state, making right turn movement from the minor road Belvedere Street into the main road Vissershok Road impossible. The implementation of a signalised intersection with road geometric improvements at the Vissershok Road and Belvedere Street intersection is proposed. It is suggested that development charges (bulk contribution) be utilized for the design and implementation of the proposed upgrading of the Vissershok Road and Belvedere Street Intersection. Page 6

18 ATTACHEMENTS Page 7

19 Erf 40, Durbanville, TISm EXISTING TRAFFIC AM PEAK HOUR LANE CONFIGURATION PM PEAK HOUR 43% 57% 33% 67% 26% 74% 44% 56% 9 LOS = NA LOS = NA Del = Del = V/C = 0.55 V/C = 0.52 Approach N (RT) Approach N (RT) LOS F LOS: F Del: 64.4s Del: 92.8s Avg Queue Dist: 6m Avg Queue Dist: 3m LOS = A LOS = A 64 Del = Del = V/C = 0.04 V/C = LOS = A LOS: Level of Service (time based delay) 2 2 LOS = A 3 Del = 2.7 Del: Delay in seconds Del = 4.7 V/C = 0.04 V/C: Volume over capacity ratio (Saturation or road capacity) V/C = 0.03 Existing WC802 TISm 0.0.xlsx

20 Erf 40, Durbanville, TISm BACKGROUND TRAFFIC AM PEAK HOUR PM PEAK HOUR 43% 57% 33% 67% 26% 74% 44% 56% 9 LOS = NA LOS = NA Del = Del = 7.2s 747 V/C =.52 V/C =.24 Approach N (RT) Approach N (RT) LOS: F LOS: F Del: 639s Del: 640s Avg Queue Dist: 45m Avg Queue Dist: 7m LOS = A LOS = A 64 Del = Del = V/C = 0.04 V/C = LOS = A LOS: Level of Service (time based delay) 2 LOS = A 3 Del = 2.7 Del: Delay in seconds Del = 4.7 V/C = 0.04 V/C: Volume over capacity ratio (Saturation or road capacity) V/C = 0.03 Background WC802 TISm 0.0.xlsx

21 Erf 40, Durbanville, TISm TRIP GENERATION AM PEAK HOUR PM PEAK HOUR 43% 57% 33% 67% 26% 74% 44% 56% In 9 In 53 Out 56 Out In 9 In 53 Out 56 Out % 00% PM 59% AM 6% AM 39% PM 4% 00% 00% % 00% % 00% In 9 In 53 Out 56 Out Trip G WC802 TISm 0.0.xlsx

22 Erf 40, Durbanville, TISm BASE YEAR BACKGROUND AM PEAK HOUR PM PEAK HOUR 43% 57% 33% 67% 26% 74% 44% 56% 4 LOS = NA LOS = NA Del = 54s Del = 7s 747 V/C = 2.35 V/C =.98 Approach N (RT) E (Through) Approach N (RT) W (Through) LOS: F NA LOS: F NA Del: 330 0s Del: 84s 0s Avg Que. Dist: V/C: 99m m 0.49 Avg Que.Dist: V/C 39m.98 0m LOS = A LOS = A Del = 5.8 Del = V/C = V/C = LOS = A 3 LOS: Level of Service (time based delay) LOS = A Del = Del: Delay in seconds 25 Del = V/C = 0.05 V/C: Volume over capacity ratio (Saturation or road capacity) V/C = 0.06 Base Year Background WC802 TISm 0.0.xlsx

23 Erf 40, Durbanville, TISm BASE YEAR EXISTING AM PEAK HOUR PM PEAK HOUR 43% 57% 33% 67% 26% 74% 44% 56% 4 LOS = NA LOS = NA Del = Del = 2s 545 V/C = 0.85 V/C = 0.52 Approach N (RT) E (Through) Approach N (RT) W (Through) LOS: F NA LOS: F NA Del: 08.4s 0.4s Del: 92.8s 0s Avg Que. Dist: V/C 2m Avg Que.Dist: V/C: 63m m LOS = A LOS = A 2 Del = Del = V/C = 0.04 V/C = LOS = LOS: Level of Service (time based delay) 25 LOS = Del = 0.05 Del: Delay in seconds Del = 0.06 V/C = V/C: Volume over capacity ratio (Saturation or road capacity) V/C = Base Year Existing WC802 TISm 0.0.xlsx

24 Erf 40, Durbanville, TISm BASE YEAR BACKGROUND ROUNDABOUT/SIGNAL AM PEAK HOUR ROUNDABOUT LANE CONFIGURATION PM PEAK HOUR ROUNDABOUT 43% 57% 3 33% 67% 2 26% 74% 44% 56% 4 LOS = A LOS = A Del = Del = 5.8s 747 V/C = 0.73 V/C = 0.88 Approach N (RT) E (Through) Approach N (RT) W (Through) LOS: B A LOS: C A Del: 6.4s 4.9s Del: s Avg Que. Dist: V/C: Avg Que. Dist: V/C 7m 0.3 5m 0.88 ######## AM PEAK TRAFFIC SIGNAL 43% 57% PM PEAK SIGNAL 33% 67% 26% 74% 44% 56% 4 LOS = B LOS = B Del = s Del = 5s 747 V/C = 0.8 V/C = 0.88 Approach N (RT) E (Trough) Approach N (RT) W (Trough) LOS: C B LOS: C B Del: 29s s Del: 33s 8s Avg Que. Dist: V/C: 8m m 0.8 Avg Que. Dist: V/C 3m m 0.88 AM PEAK TRAFFIC SIGNAL PM PEAK SIGNAL 43% 57% 33% 67% 26% 74% 44% 56% 4 LOS = B LOS = A Del = 0s Del = 9s 747 V/C = 0.78 V/C = 0.75 Approach N (RT) E (Trough) Approach N (RT) W (Trough) LOS: C B LOS: C A Del: 23s 0s Del: 28s 6s Avg Que. Dist: V/C: 6m m 0.78 Avg Que. Dist: V/C 3m m 0.7 Base Year Background Roundabout WC802 TISm 0.0.xlsx