SAMRAND DEVELOPMENT (PTY) LTD C2562/01TIA FEBRUARY PDF Free Download

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

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 213 143 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.

TABLE OF CONTENTS PAGE EXECUTIVE SUMMARY 1. INTRODUCTION... 1 1.1 Background... 1 1.2 Location... 1 1.3 Definitions... 3 1.4 Peak Hour Factor (PHF) and Base Saturation flow... 3 1.5 Time Horizons... 4 1.6 Determination of Road Upgrading... 4 2. PROPOSED LAND USE RIGHTS AND TRIP GENERATION... 6 2.1 Introduction... 6 2.2 Land Use Rights... 6 2.3 Trip Generation... 6 2.4 Trip Distribution and Assignment... 7 3. TRAFFIC AND THE ROAD NETWORK... 8 3.1 Traffic Counts... 8 3.2 Traffic Volumes... 9 3.3 Latent Rights... 9 3.4 Background Traffic... 1 3.5 Background and Development Traffic... 1 3.6 Road Network... 11

3.7 Proposed Upgrading of the Road Network... 12 4. EXISTING TRAFFIC OPERATIONS AND CONDITIONS... 13 4.1 Introduction... 13 4.2 Modes of Transport... 13 4.3 Traffic Operations... 13 5. TRAFFIC OPERATIONS... 18 5.1 Introduction... 18 5.2 Capacity Analysis Comparison... 19 6. ACCESS... 24 6.1 Introduction... 24 6.2 Marginal Access off Samrand Avenue... 24 6.3 Full Access off Rooihuiskraal Road (M37)... 25 7. PARKING PROVISION AND INTERNAL CIRCULATION... 26 7.1 Parking Provision... 26 7.2 Internal Circulation... 26 8. PUBLIC TRANSPORT AND NON-MOTORISED TRANSPORT FACILITIES... 27 8.1 Existing Public Transport Facilities and Non Motorised Transport Facilities... 27 8.2 Proposed Public Transport and Non Motorised Transport Facilities... 27 9. SUMMARY OF ROAD UPGRADES... 28 1. FINANCE AND COST ESTIMATES... 33 1.1 Introduction... 33 1.2 Improvement Costs - External Road Upgrades... 33 11. CONCLUSIONS... 34

11.1 Conclusions... 34 11.2 Recommendations... 34 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

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

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.

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.

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 1.1. 1

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

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 35 15 to 25 D 35 to 55 25 to 35 E 55 to 8 35 to 5 F > 8 > 5 1.4 Peak Hour Factor (PHF) and Base Saturation flow 1.4.1 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

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 1.4.2 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) 18 1.5 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

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

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 2.3.1 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. 2.3.2 Trip Reductions No trip reductions were applied in this traffic study. 6

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 2 45. / 1 m 2 55% 45% 121 99 221 Car Wash 1 Stalls - - - - - - TOTAL TRIPS GENERATED 121 99 221 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% 135 11 245 Car Wash 1 Stalls 5.54 / Stall 5% 5% 28 28 55 TOTAL TRIPS GENERATED 162 138 3 2.4 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

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

3.2 Traffic Volumes 3.2.1 219 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. 3.2.2 224 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

3.4 Background Traffic 3.4.1 219 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. 3.4.2 224 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 3.5.1 219 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. 3.5.2 224 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

3.6 Road Network 3.6.1 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. 3.6.2 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

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

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 4.3.1 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

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 4.3.2 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

off the N1 freeway. This results in major congestions during the weekday morning and afternoon peak hours on the Samrand Avenue / Rietspruit Road junction. 4.3.3 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. 4.3.4 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

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

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

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 3.3.2 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

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 219 224 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.228.226.593.695.257.248.662.724 SOUTH delay (sec) 19.7 2.5 28.5 36.3 19.7 2.5 28.8 36.6 LOS B C C D B C C D v/c ratio.365.35 1. 1..419.396 1. 1. EAST delay (sec) 21.6 24.3 22.4 25.4 22. 24.6 31.5 25.6 SAMRAND AVENUE / ROOISHUISKRAAL ROAD M37 LOS C C C C C C C C v/c ratio 1.198.94 1.5 1.2 1.339 1.49 1.116 1.64 NORTH delay (sec) 79.5 32.1 48.8 59.3 114.3 45.4 69.7 61.2 LOS E C D E F D E E v/c ratio.667.729.587.75.776.848.68.787 WEST delay (sec) 35.7 4.3 42.3 64.8 37. 43. 43.3 62.8 LOS D D D E D D D E v/c ratio.29.37.867.899.331.348 1. 1. SOUTH delay (sec) 9.1 9.3 15.8 15.6 9.3 9.4 14.7 14.9 WATERBERG ROAD / ROOIHUISKRAAL ROAD (M37) NORTH WEST LOS A A B B A A B B v/c ratio.63.654.442.468.712.736.628.656 delay (sec) 1.4 1.7 9.4 9.4 11.2 11.5 11. 11.2 LOS B B A A B B B B v/c ratio.87.95.179.239 1. 1..29.269 delay (sec) 44.9 48.5 44.2 44.6 6.5 59.8 44.4 44.8 LOS D D D D E E D D 19

TABLE 5.1: (CONTINUED) JUNCTION APPROACH SOUTH TRAFFIC CONTROL CONDITION Background 219 224 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 2.778 2.778 2.71 2.71 3.339 3.339 2.458 2.458 delay (sec) 1993.2 1993.2 897.2 897.2 272.8 272.8 1255.9 1255.9 LOS F F F F F F F F v/c ratio 1.81 1.81 1.159 1.168 1.82 1.82 1.366 1.376 EAST delay (sec) 33.1 33. 23. 212.8 27.7 27.6 49.7 42.5 SAMRAND AVENUE / RIETSPRUIT ROAD LOS C C F F C C F F v/c ratio.74.74.38.38.858.858.44.44 NORTH delay (sec) 11.5 11.6 12.6 12.9 11.6 11.7 12.7 12.9 LOS B B B B B B B B v/c ratio.583.595.579.65.67.681.641.66 WEST delay (sec) 26.6 26.8 37.1 37.4 27.7 27.8 37.9 38.2 LOS C C D D C C D D v/c ratio.858.858.55.562 1.48 1.52.672.682 SOUTH delay (sec) 21.8 21.8 13.2 13.3 76.7 78.3 14.1 14.3 LOS C C B B E E B B v/c ratio.525.525.93.911.651.653 1. 1. EAST delay (sec) 22. 22. 25.1 24.7 25. 25.1 2.4 2.7 ROOIHUISKRAAL ROAD (M37) / RIETSPRUIT ROAD LOS C C C C C C C C v/c ratio.762.762.554.572.859.863.618.636 NORTH delay (sec) 28.7 28.7 21.8 22. 34.6 34.9 22.3 22.6 LOS C C C C C C C C v/c ratio.657.677.466.466.738.758.577.578 WEST delay (sec) 41.4 41.9 31.1 31.2 43.3 44. 32.2 32.3 LOS D D C C D D C C 2

TABLE 5.1: (CONTINUED) JUNCTION APPROACH SOUTH TRAFFIC CONTROL CONDITION Background 219 224 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.21.22 1.2 1.14 N/A. 1.28 1.43 delay (sec) 9 9 22 362 N/A 9 527 657 LOS A A F F N/A A F F v/c ratio.19.2.53.55.21.21.61.64 EAST delay (sec) 9 1 14 14 1 1 16 17 WATERCRESS ROAD / SAMRAND AVENUE LOS A A B B A A B B v/c ratio.68.72.23.27.69.72.26.31 NORTH delay (sec) 16 17 9 16 17 1 1 LOS B B A A B B A A v/c ratio.16.17.17.18.16.17.2.21 WEST delay (sec) 1 1 1 1 1 1 1 1 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

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 219 224 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.15.47.17.54 delay (sec) 1 2 1 2 LOS B B B B Avg Queue Length (m) 6 6 6 12 v/c ratio delay (sec) LOS Avg Queue Length (m) v/c ratio.7.29.8.34 delay (sec) 4 1 8 1 LOS B B B B Avg Queue Length (m) 12 6 24 6 v/c ratio.19.55.2.67 delay (sec) 9 13 9 15 LOS B B B C Avg Queue Length (m) 6 6 6 6 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

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

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

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

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

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

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

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

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

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

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

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 2 41 99.5 (Construction Costs). 33

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. 11.2 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

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.

FIGURES

3% 16% 5% 4% 21 1% 2% 16 RIETSPRUIT ROAD 5% 13 6 5 2 6 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 36 19 46 ROOIHUISKRAAL ROAD (M37) 56 56 DEVELOPMENT SITE 8 34 38 RIETSPRUIT ROAD 16 3 36 FOREST WHITE STREET 19 46 WATERCRESS 5 17% 38 21 2 34 6 5 28 5 15 1 5 17 18 SAMRAND AVENUE 4 12 2 23 28 2 2 19 23 11 18 15 12 2 19 COQUI FRANCOLIN IN OUT 121 99 ROOIHUISKRAAL ROAD (M37) 11 6 13 11% WEEKDAY MORNING PEAK HOUR DEVELOPMENT TRIPS AND ASSIGNMENTS FIGURE 2.1

3% 16% 17% 5% 4% 1% 2% 22 RIETSPRUIT ROAD 5% 18 8 7 3 8 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 49 26 63 ROOIHUISKRAAL ROAD (M37) 75 75 DEVELOPMENT SITE 15 42 5 RIETSPRUIT ROAD 22 41 49 FOREST WHITE STREET 26 63 WATERCRESS 6 5 28 27 47 8 6 28 37 7 21 14 7 23 24 SAMRAND AVENUE 6 16 3 32 37 27 27 26 32 15 24 21 16 3 26 COQUI FRANCOLIN IN OUT 162 138 ROOIHUISKRAAL ROAD (M37) 15 8 18 11% WEEKDAY AFTERNOON PEAK HOUR DEVELOPMENT TRIPS AND ASSIGNMENTS FIGURE 2.2

147 6 148 2 597 123 518 37 18 73 121 84 65 417 SAMRAND AVENUE 67 16 286 157 6 744 38 518 5 31 52 227 51 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 1 1 2 7 6 422 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 371 4 331 14 618 35 68 354 DEVELOPMENT SITE 35 528 137 92 426 RIETSPRUIT ROAD 574 177 59 11 76 72 423 14 1115 354 192 1225 345 1447 553 RIETSPRUIT ROAD 192 3 99 63 94 234 332 33 468 52 38 79 316 433 66 218 WEEKDAY MORNING PEAK HOUR TRAFFIC COUNTS (PCUs) FIGURE 3.1

47 1 3 78 3 245 43 271 168 1 6 37 266 868 746 SAMRAND AVENUE 136 35 1367 65 195 174 14 467 271 151 496 661 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 8 3 5 1538 ROOIHUISKRAAL ROAD (M37) 323 323 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 318 31 47 271 FOREST WHITE STREET 83 52 535 13 WATERCRESS DEVELOPMENT SITE 137 36 137 93 361 42 RIETSPRUIT ROAD 128 151 19 1413 285 14 146 411 12 122 499 93 388 633 88 3187 285 RIETSPRUIT ROAD 233 5 79 14 112 481 24 55 229 6 117 727 85 797 218 WEEKDAY AFTERNOON PEAK HOUR TRAFFIC COUNTS (PCUs) FIGURE 3.2

2 2 2 8 7 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 47 15 664 649 FOREST WHITE STREET 433 386 136 136 37 18.856 632 166.952 172 83 429 422 128.824 512 ROOIHUISKRAAL ROAD (M37) 147 43.855 52 25.52 7 173 2 144 638 358 683 21 85 138 17 85 54 SAMRAND AVENUE 85 139 346 2 8 899 38 177 1 98 288 58 561.786 227.763 59 72 14.788.99 553 157 191.881 62 628.77 39 96 WATERCRESS COQUI FRANCOLIN 354 192 12 34.868 528.898 72 48 154 1216 26 1353.857.874 398 392 638 DEVELOPMENT SITE RIETSPRUIT ROAD 616 249 66 27.797 39 129 82 118 432 432 174 5 14 415 432 828 142.761 294 ROOIHUISKRAAL ROAD (M37) 75 417 12 37 474 531 639 59 232 569 824 12 84 RIETSPRUIT ROAD 465 115 1232 1224 338.95 1749 1446 437.827 LEGEND 131 Total Hourly Volume 267 Highest 15 min. volume.96536 PHF 218 WEEKDAY MORNING PEAK FLOW RATE TRAFFIC VOLUMES FIGURE 3.3

1 6 7 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 34 54 364 31 FOREST WHITE STREET 92 58 368 368 83 23.92 318 91.874 1538 444.866 618 1158 1776 ROOIHUISKRAAL ROAD (M37) 47 17.691 68 151 72.524 4 122 4 62 454 264 299 1 94 45 33 176 781 SAMRAND AVENUE 155 434 1431 74 242 1124 467 1413 288 133 644 438 75.878 496.87 66 161 176.77.938 285 11 233.75 73 44.798 63 15 267 WATERCRESS COQUI FRANCOLIN 93 388 33 114.75 36.851 285 132 12 456 87 81.638.819 125 532 454 DEVELOPMENT SITE RIETSPRUIT ROAD 48 292 797 242.823 121 99 13 136 1667 1667 469 7 136 845 85 968 247.86 584 ROOIHUISKRAAL ROAD (M37) 55 248 15 78 177 325 128 1752 988 348 111 156 RIETSPRUIT ROAD 438 15 154 632 632 2.79 3336 3187 834.955 LEGEND 131 Total Hourly Volume 267 Highest 15 min. volume.96536 PHF 218 WEEKDAY AFTERNOON PEAK FLOW RATE TRAFFIC VOLUMES FIGURE 3.4

172 7 173 2 683 144 638 38 21 85 138 17 85 54 SAMRAND AVENUE 85 251 346 2 8 899 392 638 96 39 1 383 561 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 2 2 2 8 7 512 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 51 47 454 15 761 512 83 429 DEVELOPMENT SITE 512 638 254 12 474 RIETSPRUIT ROAD 639 344 9 12 84 823 465 115 1232 48 1215 1354 398 1749 627 RIETSPRUIT ROAD 25 39 129 82 118 294 417 37 531 59 5 14 415 569 829 218 WEEKDAY MORNING BALANCED PEAK FLOW RATE TRAFFIC VOLUMES FIGURE 3.5

71 1 4 122 4 299 66 48 264 1 94 45 41 176 781 SAMRAND AVENUE 25 434 1431 98 242 1124 15 282 75 48 33 645 75 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 6 7 1667 ROOIHUISKRAAL ROAD (M37) 455 455 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 434 FOREST WHITE STREET 19 34 75 54 38 585 182 WATERCRESS DEVELOPMENT SITE 1667 48 1667 RIETSPRUIT ROAD 121 469 139 455 81 55 15 177 128 1752 348 111 156 438 15 154 132 632 3336 44 RIETSPRUIT ROAD 292 63 99 13 136 584 248 78 325 7 136 845 988 968 218 WEEKDAY AFTERNOON BALANCED PEAK FLOW RATE TRAFFIC VOLUMES FIGURE 3.6

177 7 178 2 73 148 657 391 22 88 142 11 88 519 SAMRAND AVENUE 88 259 356 26 8 926 44 657 99 4 13 394 578 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 2 2 2 8 7 527 ROOIHUISKRAAL ROAD (M37) 1251 WATERCRESS 1251 85 442 527 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 799 15 784 ESCALATION RATE 3% NUMBER OF YEARS 1 ESCALATION FACTOR 1.3 FOREST WHITE STREET 516 48 468 DEVELOPMENT SITE 527 657 262 15 RIETSPRUIT ROAD 488 658 354 93 12 87 848 479 118 1269 42 1251 1395 41 181 646 RIETSPRUIT ROAD 258 4 133 84 122 33 43 38 547 61 52 17 427 586 854 219 WEEKDAY MORNING PEAK HOUR TRAFFIC VOLUMES FIGURE 3.7

73 1 4 126 4 38 67 494 272 1 97 46 413 118 84 SAMRAND AVENUE 212 447 1474 11 249 1158 15 291 726 494 312 664 726 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 6 7 1717 ROOIHUISKRAAL ROAD (M37) 469 469 63 1114 WATERCRESS Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 447 56 391 ESCALATION RATE 3% NUMBER OF YEARS 1 ESCALATION FACTOR 1.3 FOREST WHITE STREET 112 35 77 DEVELOPMENT SITE 1717 1717 RIETSPRUIT ROAD 494 143 469 825 125 483 57 155 182 132 185 358 114 161 451 15 159 136 651 3436 416 RIETSPRUIT ROAD 31 65 12 134 14 62 255 8 335 7 14 87 118 997 219 WEEKDAY AFTERNOON PEAK HOUR TRAFFIC VOLUMES FIGURE 3.8

25 8 27 2 816 172 647 454 25 11 165 128 11 62 SAMRAND AVENUE 11 3 413 239 1 173 468 647 457 67 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 2 8 611 ROOIHUISKRAAL ROAD (M37) 1451 1451 WATERCRESS 99 512 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 927 18 99 ESCALATION RATE 3% NUMBER OF YEARS 6 ESCALATION FACTOR 1.194 FOREST WHITE STREET 598 56 542 DEVELOPMENT SITE 611 611 RIETSPRUIT ROAD 487 1451 1617 1 762 47 475 33 17 122 566 763 411 983 14 1 555 137 1471 288 749 RIETSPRUIT ROAD 299 47 154 98 141 351 498 44 634 7 6 124 496 679 99 224 WEEKDAY MORNING PEAK HOUR TRAFFIC VOLUMES FIGURE 3.9

84 1 5 146 5 357 78 573 315 1 112 54 479 1285 933 SAMRAND AVENUE 245 518 179 117 289 1342 18 337 841 573 362 77 842 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 7 8 199 ROOIHUISKRAAL ROAD (M37) 543 543 699 1292 WATERCRESS Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 518 64 454 ESCALATION RATE 3% NUMBER OF YEARS 6 ESCALATION FACTOR 1.194 FOREST WHITE STREET 13 41 9 DEVELOPMENT SITE 199 199 RIETSPRUIT ROAD 573 166 543 956 144 56 66 179 211 153 292 416 133 186 523 18 184 158 755 3983 482 RIETSPRUIT ROAD 349 75 118 155 162 697 296 93 388 8 162 19 118 1156 224 WEEKDAY AFTERNOON PEAK HOUR TRAFFIC VOLUMES FIGURE 3.1

173 2 1 3 4 35 51 11 36 26 119 52 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 57 ROOIHUISKRAAL ROAD (M37) 173 WATERCRESS 173 57 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 173 57 173 FOREST WHITE STREET DEVELOPMENT SITE 57 RIETSPRUIT ROAD 35 173 7 35 35 35 41 35 11 SAMRAND AVENUE 11 57 51 66 66 13 39 242 43 7 41 RIETSPRUIT ROAD 35 28 125 14 9 5 14 139 WEEKDAY MORNING PEAK HOUR KOSMOSDAL EXT 9&91 LATENT DEVELOPMENT TRIPS FIGURE 3.11

4 7 35 35 SAMRAND AVENUE 2 11 75 54 156 35 177 64 369 161 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 9 177 ROOIHUISKRAAL ROAD (M37) 54 WATERCRESS 54 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 54 177 177 54 FOREST WHITE STREET DEVELOPMENT SITE 177 RIETSPRUIT ROAD 54 21 3 12 157 126 2 4 121 134 2 127 RIETSPRUIT ROAD 11 9 39 28 14 42 43 WEEKDAY AFTERNOON PEAK HOUR KOSMOSDAL EXT 9&91 LATENT DEVELOPMENT TRIPS FIGURE 3.12

177 7 178 12 744 148 692 391 22 123 142 121 88 519 SAMRAND AVENUE 88 259 392 26 74 1132 415 692 99 51 13 513 63 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 2 2 2 8 584 ROOIHUISKRAAL ROAD (M37) 1424 WATERCRESS 1424 584 85 499 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 972 15 957 FOREST WHITE STREET 516 48 468 DEVELOPMENT SITE 692 584 RIETSPRUIT ROAD 319 144 15 661 658 42 899 12 1 518 37 158 1269 455 1424 1465 445 243 689 RIETSPRUIT ROAD 293 47 161 84 122 428 444 4 588 61 52 116 432 6 993 219 WEEKDAY MORNING PEAK HOUR BACKGROUND TRAFFIC VOLUMES FIGURE 3.13

73 1 4 126 34 434 67 494 272 1 97 46 448 118 84 SAMRAND AVENUE 212 447 1485 11 269 1222 15 291 761 494 312 133 887 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 6 7 1894 ROOIHUISKRAAL ROAD (M37) 523 WATERCRESS 1894 1894 RIETSPRUIT ROAD 523 63 1291 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 51 56 445 FOREST WHITE STREET 112 35 77 DEVELOPMENT SITE 143 523 846 494 16 66 214 155 236 132 1825 514 114 21 572 24 171 136 651 3511 55 RIETSPRUIT ROAD 312 67 111 134 14 641 259 87 462 7 168 884 16 14 219 WEEKDAY AFTERNOON PEAK HOUR BACKGROUND TRAFFIC VOLUMES FIGURE 3.14

25 8 27 12 857 172 682 454 25 136 165 139 11 62 SAMRAND AVENUE 11 3 449 239 76 1279 479 682 576 722 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 2 668 ROOIHUISKRAAL ROAD (M37) 1624 1624 WATERCRESS 99 569 668 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 11 18 182 FOREST WHITE STREET 598 56 542 DEVELOPMENT SITE 668 797 RIETSPRUIT ROAD 58 36 158 122 739 763 477 134 14 113 594 38 177 1471 522 1624 1687 1 51 233 792 RIETSPRUIT ROAD 334 54 182 98 141 476 512 46 675 7 6 133 51 693 1129 224 WEEKDAY MORNING PEAK HOUR BACKGROUND TRAFFIC VOLUMES FIGURE 3.15

84 1 5 146 35 483 78 573 315 1 112 54 514 1285 933 SAMRAND AVENUE 245 518 172 117 39 146 18 337 876 573 362 1139 13 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 7 8 2167 ROOIHUISKRAAL ROAD (M37) 597 WATERCRESS 2167 2167 RIETSPRUIT ROAD 597 699 1469 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 572 64 58 FOREST WHITE STREET 13 41 9 DEVELOPMENT SITE 166 597 977 573 179 737 223 179 265 153 2112 572 133 226 644 27 196 158 755 458 616 RIETSPRUIT ROAD 36 77 127 155 162 736 3 1 515 8 19 123 1222 1199 224 WEEKDAY AFTERNOON PEAK HOUR BACKGROUND TRAFFIC VOLUMES FIGURE 3.16

182 7 28 178 17 754 153 72 46 22 127 142 138 16 519 SAMRAND AVENUE 92 259 45 28 74 1132 11 438 748 15 533 63 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 11 529 2 2 2 8 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 19 FOREST WHITE STREET 535 48 487 15 993 63 ROOIHUISKRAAL ROAD (M37) 1536 WATERCRESS DEVELOPMENT SITE 8 46 34 38 622 712 66 2 56 148 51 338 RIETSPRUIT ROAD 144 128 672 658 439 914 12 1 518 43 158 1269 476 2 1458 1471 466 256 75 RIETSPRUIT ROAD 299 53 161 84 122 441 444 45 599 61 52 116 432 6 16 219 WEEKDAY MORNING PEAK HOUR BACKGROUND AND DEVELOPMENT TRAFFIC VOLUMES FIGURE 3.17

1 79 4 37 126 41 448 74 532 293 1 13 46 472 1133 84 SAMRAND AVENUE 217 447 151 14 269 1222 15 294 793 569 316 159 887 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 625 1333 6 7 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 55 FOREST WHITE STREET 138 35 13 56 494 1957 ROOIHUISKRAAL ROAD (M37) 672 WATERCRESS DEVELOPMENT SITE 15 63 42 522 5 1944 1995 16 75 597 27 RIETSPRUIT ROAD 171 27 57 854 686 214 186 252 132 1849 535 114 21 572 33 171 164 651 3527 572 RIETSPRUIT ROAD 32 75 111 134 14 658 259 94 477 7 168 884 16 158 219 WEEKDAY AFTERNOON PEAK HOUR BACKGROUND AND DEVELOPMENT TRAFFIC VOLUMES FIGURE 3.18

21 8 28 27 17 866 177 71 469 25 141 165 156 12 62 SAMRAND AVENUE 15 3 461 241 76 1279 52 738 2 596 722 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 115 599 2 2 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 1136 FOREST WHITE STREET 618 56 562 18 1118 714 ROOIHUISKRAAL ROAD (M37) 1735 WATERCRESS DEVELOPMENT SITE 816 8 46 34 58 38 76 744 2 56 168 38 158 RIETSPRUIT ROAD 145 75 763 495 149 14 113 594 44 177 1471 543 2 1658 1693 1 531 2343 88 RIETSPRUIT ROAD 34 6 182 98 141 489 512 51 686 7 6 133 51 693 1142 224 WEEKDAY MORNING PEAK HOUR BACKGROUND AND DEVELOPMENT TRAFFIC VOLUMES FIGURE 3.19

1 91 5 37 146 42 497 85 61 336 1 119 54 538 139 933 SAMRAND AVENUE 251 518 1736 12 39 146 18 34 98 648 365 1165 13 COQUI FRANCOLIN ROOIHUISKRAAL ROAD (M37) 721 151 7 8 Project Number C2562 Job Describption KOSMOSDAL EXT 14 Date 219/2/25 15:36 Done by WA KHAN 621 FOREST WHITE STREET 156 41 116 64 556 2231 ROOIHUISKRAAL ROAD (M37) 747 WATERCRESS DEVELOPMENT SITE 15 63 42 6 5 2218 2268 179 75 672 27 RIETSPRUIT ROAD 194 27 644 986 763 223 211 281 153 2136 592 133 226 644 35 196 185 755 475 638 RIETSPRUIT ROAD 368 85 127 155 162 754 3 17 53 8 19 123 1222 1217 224 WEEKDAY AFTERNOON PEAK HOUR BACKGROUND AND DEVELOPMENT TRAFFIC VOLUMES FIGURE 3.2

ANNEXURE A SITE LAYOUT PLAN

+86 9 Y +87 Y NOTES AND SPECIFICATIONS PTN 2 OLIEVENHOUTBOSCH 389-JR +87 1 Y LOCALITY PLAN (N.T.S) EC EC EC EC T EC +2 868 3 X +2 868 3 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 1 2 3 4 LJ ZIETSMAN 5 6 7 D.J. CHALMERS 1 RE/2/389 S 2 3 254/389 4 SIGNATURE:... DATE:... S S S LJ ZIETSMAN 287111 15/11/218 T S S T S 7 SW S SW T T SW S T CITY OF TSHWANE T SW +2 868 4 X +2 868 4 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 +86 9 Y +87 Y T LANDSCAPING +87 1 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 C2562--22-1 A1 1 OF 1

ANNEXURE B DRAFT ANNEXURE T

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 31 11 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

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 19. 22 Open Space Not applicable

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).

ANNEXURE C CITY OF TSHWANE ROAD MASTER PLAN

ANNEXURE D FUTURE ROAD NETWORK

SUBJECT SITE

ANNEXURE E CAPACITY CALCULATION RESULTS

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 51..16 2.6 LOS C 1.6 11.3.59.73 38.2 2 T 319..251 13.3 LOS B 6.9 48.3.64.53 42. 3 R 144..26 33.8 LOS C 3.2 22.4.85.75 31.3 Approach 514..251 19.7 LOS B 6.9 48.3.69.61 38. East: Samrand Avenue (E) 4 L 74..79 9.7 LOS A.9 6.2.33.65 47.4 5 T 259..174 17.6 LOS B 4.5 31.7.72.58 38.6 6 R 88..42 43.5 LOS D 3.5 24.5.96.75 27.5 Approach 421..42 21.7 LOS C 4.5 31.7.7.63 36.7 North: Rooihuiskraal Road (M37) (N) 7 L 658..773 13.6 LOS B 11.8 82.4.48.77 43.9 8 T 661. 1.197 151.3 LOS F 44.7 313.1 1. 1.64 11.4 9 R 15..472 4.5 LOS D 5.1 35.7.95.79 28.5 Approach 1424. 1.198 79.5 LOS E 44.7 313.1.75 1.17 18.7 West: Samrand Avenue (W) 1 L 178..667 42.1 LOS D 8.3 57.9.99.85 27.8 11 T 391..545 31.6 LOS C 8.5 59.2.96.78 3.6 12 R 123..492 39.5 LOS D 5.8 4.5.95.79 28.9 Approach 692..667 35.7 LOS D 8.5 59.2.97.8 29.5 All Vehicles 351. 1.197 51.5 LOS D 44.7 313.1.78.92 24.4 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 5...1354 www.sidrasolutions.com 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

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 16..417 29.6 LOS C 6.4 45..76.78 33. 2 T 66..678 24.1 LOS C 18.7 13.9.86.75 34.4 3 R 214..438 44.4 LOS D 5.7 4..95.79 27.1 Approach 134..678 29.1 LOS C 18.7 13.9.86.76 32.4 East: Samrand Avenue (E) 4 L 269..263 9. LOS A 2.5 17.4.28.67 48.2 5 T 187..698 17.9 LOS B 21.9 153.3.79.26 39.6 6 R 468. 1. 3 39.5 LOS D 15.4 17.5.96.84 28.8 Approach 1824. 1. 22.1 LOS C 21.9 153.3.76.47 35.8 North: Rooihuiskraal Road (M37) (N) 7 L 132..16 9.5 LOS A 1.7 12.2.28.66 47.5 8 T 236..59 37.9 LOS D 7.4 52.1.96.76 28.1 9 R 155. 1.4 99.1 LOS F 12.4 86.5 1. 1.27 16.2 Approach 523. 1.5 48.9 LOS D 12.4 86.5.8.89 25.2 West: Samrand Avenue (W) 1 L 126..62 48.1 LOS D 6.9 48.3.99.82 25.8 11 T 272..483 38.2 LOS D 7.1 49.6.97.77 28. 12 R 97..534 47.3 LOS D 5.5 38.4.97.79 26.2 Approach 495..62 42.5 LOS D 7.1 49.6.97.79 27. All Vehicles 3876. 1.4 3.2 LOS C 21.9 153.3.82.64 31.1 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 5...1354 www.sidrasolutions.com 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

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 58..121 2.7 LOS C 1.8 12.8.6.73 38.2 2 T 36..283 13.5 LOS B 7.7 54.2.65.54 41.9 3 R 158..226 33.9 LOS C 3.5 24.5.85.76 31.2 Approach 576..283 19.8 LOS B 7.7 54.2.7.62 37.9 East: Samrand Avenue (E) 4 L 76..81 9.8 LOS A.9 6.4.33.65 47.4 5 T 3..21 17.9 LOS B 5.2 36.4.73.59 38.4 6 R 11..461 43.8 LOS D 4. 27.9.97.75 27.4 Approach 477..462 22.1 LOS C 5.2 36.4.72.64 36.4 North: Rooihuiskraal Road (M37) (N) 7 L 763..941 15. LOS B 15.4 17.5.59.8 42.7 8 T 739. 1.339 228.9 LOS F 65.1 455.8 1. 1.98 8.1 9 R 122..563 41.3 LOS D 5.9 41.4.97.81 28.2 Approach 1624. 1.339 114.3 LOS F 65.1 455.8.81 1.34 14.4 West: Samrand Avenue (W) 1 L 27..775 45.3 LOS D 9.9 69.2 1..92 26.7 11 T 454..632 32.4 LOS C 9.8 68.4.98.82 3.2 12 R 136..557 4. LOS D 6.4 44.7.96.8 28.7 Approach 797..776 37. LOS D 9.9 69.2.98.84 29. All Vehicles 3474. 1.339 68.2 LOS E 65.1 455.8.82 1.1 2.6 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 5...1354 www.sidrasolutions.com 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

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 179..467 3. LOS C 7.2 5.1.77.79 32.9 2 T 737..757 25.8 LOS C 21.9 153.5.89.8 33.4 3 R 223..456 44.5 LOS D 5.9 41.6.95.79 27.1 Approach 1139..757 3.1 LOS C 21.9 153.5.88.8 31.9 East: Samrand Avenue (E) 4 L 39..37 9.2 LOS A 3.1 21.7.3.67 48. 5 T 1335..891 27.1 LOS C 38.6 27.1.89.26 38.9 6 R 468. 1. 3 39.5 LOS D 15.4 17.5.96.84 28.9 Approach 2112. 1. 27.2 LOS C 38.6 27.1.82.45 36. North: Rooihuiskraal Road (M37) (N) 7 L 153..192 9.8 LOS A 2.2 15.2.3.67 47.2 8 T 288..624 38.7 LOS D 8.9 62.6.98.79 27.7 9 R 156. 1.137 195.5 LOS F 17.5 122.5 1. 1.56 9.4 Approach 597. 1.137 72.3 LOS E 17.5 122.5.81.96 19.8 West: Samrand Avenue (W) 1 L 146..698 49.9 LOS D 8.1 56.4 1..86 25.2 11 T 315..559 38.7 LOS D 8.1 56.7.98.79 27.8 12 R 112..646 49.2 LOS D 6.4 45..99.84 25.6 Approach 573..697 43.6 LOS D 8.1 56.7.99.82 26.7 All Vehicles 4421. 1.137 36.2 LOS D 38.6 27.1.86.65 29.2 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 5...1354 www.sidrasolutions.com 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

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 51..19 2.7 LOS C 1.7 11.7.57.73 38.2 2 T 338..214 13.2 LOS B 6.4 45.1.61.5 42.2 3 R 144..226 37.6 LOS D 3.6 24.9.87.76 29.7 Approach 533..226 2.5 LOS C 6.4 45.1.67.59 37.5 East: Samrand Avenue (E) 4 L 74..88 1.8 LOS B 1.2 8.3.37.66 46.4 5 T 259..177 19.6 LOS B 4.9 34.4.73.59 37.3 6 R 16..35 45. LOS D 3.7 25.7.95.75 27. Approach 439..35 24.3 LOS C 4.9 34.4.72.64 35.2 North: Rooihuiskraal Road (M37) (N) 7 L 658..86 16.6 LOS B 14. 97.9.47.79 41.4 8 T 672..94 45.7 LOS D 22. 153.7.99 1.3 25.5 9 R 128..493 4.2 LOS D 6.3 44.1.93.8 28.6 Approach 1458..94 32.1 LOS C 22. 153.7.75.9 31.3 West: Samrand Avenue (W) 1 L 178..729 47.6 LOS D 9.2 64.1 1..88 26. 11 T 46..618 36.1 LOS D 9.6 67.1.98.81 28.8 12 R 127..556 43.9 LOS D 6.5 45.7.97.8 27.4 Approach 711..729 4.3 LOS D 9.6 67.1.98.83 27.8 All Vehicles 3141..94 3.9 LOS C 22. 153.7.79.79 31.7 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 5...1354 www.sidrasolutions.com 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

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 16..489 34.2 LOS C 7.7 53.7.74.78 3.9 2 T 686..564 28.2 LOS C 19.4 136.1.82.7 32.3 3 R 214..695 63.7 LOS E 7.7 53.7 1..85 22. Approach 16..695 36.3 LOS D 19.4 136.1.84.75 29.3 East: Samrand Avenue (E) 4 L 269..257 8.8 LOS A 2.7 19.1.23.66 48.4 5 T 97..53 19.3 LOS B 19.9 139..71.28 38. 6 R 61. 1. 3 42.3 LOS D 15.4 17.5.93.84 27.9 Approach 1849. 1. 25.4 LOS C 19.9 139..71.52 33.8 North: Rooihuiskraal Road (M37) (N) 7 L 132..154 9.9 LOS A 2.2 15.2.26.65 47.2 8 T 26..345 38. LOS D 9. 63.3.87.7 28.1 9 R 178. 1.2 126.8 LOS F 17.5 122.5 1. 1.31 13.5 Approach 57. 1.2 59.3 LOS E 17.5 122.5.77.88 22.5 West: Samrand Avenue (W) 1 L 126..75 64.8 LOS E 8.9 62.2 1..88 21.5 11 T 293..648 52.9 LOS D 9.6 67.1 1..82 23.5 12 R 13..726 64.4 LOS E 7.5 52.8 1..87 21.8 Approach 522..75 58.1 LOS E 9.6 67.1 1..84 22.7 All Vehicles 41. 1.2 37.4 LOS D 19.9 139..79.67 28.1 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 5...1354 www.sidrasolutions.com 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

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 58..124 2.7 LOS C 1.9 13.3.57.73 38.2 2 T 38..241 13.3 LOS B 7.2 5.4.62.51 42.1 3 R 158..248 37.8 LOS D 3.9 27.2.87.76 29.6 Approach 596..248 2.5 LOS C 7.2 5.4.68.6 37.5 East: Samrand Avenue (E) 4 L 76..9 1.8 LOS B 1.2 8.5.37.66 46.4 5 T 3..25 19.9 LOS B 5.6 39.5.74.6 37.1 6 R 12..396 45.3 LOS D 4.1 28.9.95.76 26.9 Approach 496..396 24.6 LOS C 5.6 39.5.73.65 34.9 North: Rooihuiskraal Road (M37) (N) 7 L 763..972 13.5 LOS B 15.4 17.5.58.79 44. 8 T 75. 1.49 78.8 LOS E 34.4 241..99 1.27 18.4 9 R 145..576 41.1 LOS D 7.1 5..95.81 28.3 Approach 1658. 1.49 45.4 LOS D 34.4 241..8 1.1 26.3 West: Samrand Avenue (W) 1 L 27..848 53.4 LOS D 11.2 78.2 1..98 24.3 11 T 469..714 37.8 LOS D 11.2 78.1 1..87 28.1 12 R 141..632 45.1 LOS D 7.3 51.2.98.84 27. Approach 817..848 43. LOS D 11.2 78.2 1..89 26.8 All Vehicles 3567. 1.49 37.8 LOS D 34.4 241..81.86 28.8 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 5...1354 www.sidrasolutions.com 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

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 179..548 34.6 LOS C 8.5 59.6.75.79 3.7 2 T 763..627 29. LOS C 22. 153.8.84.73 32. 3 R 223..724 64.4 LOS E 8. 56. 1..87 21.8 Approach 1165..724 36.6 LOS D 22. 153.8.86.76 29.2 East: Samrand Avenue (E) 4 L 39..38 9.2 LOS A 3.5 24.2.28.67 48. 5 T 1217..79 21.3 LOS C 29.2 24.3.79.27 37.4 6 R 61. 1. 3 42.3 LOS D 15.4 17.5.93.84 27.9 Approach 2136. 1. 25.6 LOS C 29.2 24.3.75.49 34.1 North: Rooihuiskraal Road (M37) (N) 7 L 153..178 1.2 LOS B 2.7 18.6.27.66 46.9 8 T 331..444 38.9 LOS D 11.2 78.7.89.73 27.6 9 R 161. 1.63 155.9 LOS F 17.5 122.4 1. 1.38 11.4 Approach 645. 1.64 61.2 LOS E 17.5 122.4.77.87 22. West: Samrand Avenue (W) 1 L 146..869 71.7 LOS E 1.7 74.7 1..97 2.2 11 T 336..744 54.9 LOS D 11. 77. 1..87 23. 12 R 119..878 74. LOS E 9.2 64.7 1. 1.1 19.9 Approach 61..878 62.8 LOS E 11. 77. 1..92 21.6 All Vehicles 4547. 1.63 38.4 LOS D 29.2 24.3.82.67 27.6 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 5...1354 www.sidrasolutions.com 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

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 85..122 15.4 LOS B 2.1 14.7.45.73 42.1 2 T 499..29 8. LOS A 8.4 58.5.5.43 47.3 Approach 584..29 9.1 LOS A 8.4 58.5.49.47 46.5 North: Rooihuiskraal Road (M37) (N) 8 T 957..63 1.3 LOS B 2.3 141.9.65.58 44.5 9 R 15..32 18. LOS B.5 3.2.5.7 4.1 Approach 972..63 1.4 LOS B 2.3 141.9.65.58 44.5 West: Waterberg Road (W) 1 L 48..126 33.7 LOS C 2.2 15.5.81.74 31.1 12 R 468..869 46.1 LOS D 16.5 115.4.96.94 26.4 Approach 516..87 44.9 LOS D 16.5 115.4.95.92 26.8 All Vehicles 272..869 18.6 LOS B 2.3 141.9.68.64 38.6 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 5...1354 www.sidrasolutions.com 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

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 63..867 3. LOS C 2.7 145.1.79.9 32.8 2 T 1291..684 9.2 LOS A 27.9 195.2.59.54 45.8 Approach 1894..867 15.8 LOS B 27.9 195.2.65.65 4.7 North: Rooihuiskraal Road (M37) (N) 8 T 445..264 6.4 LOS A 8.6 59.9.41.35 49.4 9 R 56..442 33.2 LOS C 3.1 22..76.79 31.4 Approach 51..442 9.4 LOS A 8.6 59.9.45.4 46.4 West: Waterberg Road (W) 1 L 35..115 44. LOS D 2.1 15..85.74 27.1 12 R 77..179 44.3 LOS D 3.3 22.9.86.74 27. Approach 112..179 44.2 LOS D 3.3 22.9.86.74 27. All Vehicles 257..867 15.8 LOS B 27.9 195.2.62.61 4.8 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 5...1354 www.sidrasolutions.com 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

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 99..142 15.5 LOS B 2.4 17.1.45.73 42. 2 T 569..331 8.2 LOS A 9.5 66.8.51.44 47.1 Approach 668..331 9.3 LOS A 9.5 66.8.5.48 46.2 North: Rooihuiskraal Road (M37) (N) 8 T 182..712 11.1 LOS B 24.4 17.9.7.63 43.7 9 R 18..42 18.6 LOS B.6 3.9.52.7 39.7 Approach 11..712 11.2 LOS B 24.4 17.9.7.63 43.6 West: Waterberg Road (W) 1 L 56..147 33.9 LOS C 2.6 18..81.75 31. 12 R 542. 1. 3 63.2 LOS E 22.9 16.3.97 1.3 21.9 Approach 598. 1. 6.5 LOS E 22.9 16.3.95 1.1 22.5 All Vehicles 2366. 1. 23.1 LOS C 24.4 17.9.71.69 35.7 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 5...1354 www.sidrasolutions.com 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

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 695. 1. 3 24.2 LOS C 2.7 145.1 1..91 36. 2 T 1473..781 1.3 LOS B 35.9 251.3.66.61 44.5 Approach 2168. 1. 14.7 LOS B 35.9 251.3.77.7 41.4 North: Rooihuiskraal Road (M37) (N) 8 T 58..31 6.6 LOS A 9.8 68.5.42.36 49.1 9 R 64..629 46. LOS D 4.4 3.8.9.87 26.5 Approach 572..628 11. LOS B 9.8 68.5.47.42 44.8 West: Waterberg Road 1 L 41..135 44.2 LOS D 2.5 17.4.86.74 27. 12 R 9..29 44.5 LOS D 3.8 26.5.87.75 26.9 Approach 131..29 44.4 LOS D 3.8 26.5.86.75 27. All Vehicles 2871. 1. 15.4 LOS B 35.9 251.3.71.65 41. 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 5...1354 www.sidrasolutions.com 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

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 11..145 15.5 LOS B 2.5 17.4.45.73 42. 2 T 529..37 8.1 LOS A 8.9 62..51.43 47.2 Approach 63..37 9.3 LOS A 8.9 62..5.48 46.3 North: Rooihuiskraal Road (M37) (N) 8 T 993..654 1.5 LOS B 21.4 149.7.66.6 44.3 9 R 15..33 18.6 LOS B.5 3.2.52.7 39.7 Approach 18..654 1.7 LOS B 21.4 149.7.66.6 44.2 West: Waterberg Road (W) 1 L 48..126 33.7 LOS C 2.2 15.5.81.74 31.1 12 R 487..95 5. LOS D 18.1 126.9.96.98 25.2 Approach 535..95 48.5 LOS D 18.1 126.9.95.95 25.7 All Vehicles 2173..95 19.6 LOS B 21.4 149.7.68.65 38. 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 5...1354 www.sidrasolutions.com 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

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 625..898 28.9 LOS C 2.7 145.1.84.9 33.4 2 T 1333..76 9.4 LOS A 29.5 26.8.6.55 45.5 Approach 1958..899 15.6 LOS B 29.5 26.8.68.66 4.8 North: Rooihuiskraal Road (M37) (N) 8 T 494..293 6.5 LOS A 9.5 66.6.42.36 49.2 9 R 56..468 35. LOS D 3.3 22.8.79.79 3.6 Approach 55..468 9.4 LOS A 9.5 66.6.45.4 46.3 West: Waterberg Road (W) 1 L 35..115 44. LOS D 2.1 15..85.74 27.1 12 R 13..239 44.8 LOS D 4.3 3.1.87.76 26.9 Approach 138..239 44.6 LOS D 4.3 3.1.87.75 26.9 All Vehicles 2646..898 15.9 LOS B 29.5 26.8.64.61 4.7 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 5...1354 www.sidrasolutions.com 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

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 115..165 15.6 LOS B 2.8 19.8.46.73 42. 2 T 599..348 8.3 LOS A 1.1 7.4.52.45 47. Approach 714..348 9.4 LOS A 1.1 7.4.51.49 46.1 North: Rooihuiskraal Road (M37) (N) 8 T 1118..736 11.4 LOS B 25.8 18.3.72.65 43.4 9 R 18..44 19.2 LOS B.6 4..53.7 39.2 Approach 1136..736 11.5 LOS B 25.8 18.3.72.65 43.3 West: Waterberg Road (W) 1 L 56..147 33.9 LOS C 2.6 18..81.75 31. 12 R 562. 1. 3 62.4 LOS E 22.9 16.3.97 1.3 22.1 Approach 618. 1. 59.8 LOS E 22.9 16.3.95 1. 22.7 All Vehicles 2468. 1. 23. LOS C 25.8 18.3.72.69 35.8 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 5...1354 www.sidrasolutions.com 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

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 695. 1. 3 24.2 LOS C 2.7 145.1 1..91 36. 2 T 1536..815 1.7 LOS B 39.3 275.1.69.64 44. Approach 2231. 1. 14.9 LOS B 39.3 275.1.79.72 41.2 North: Rooihuiskraal Road (M37) (N) 8 T 556..33 6.7 LOS A 1.8 75.3.43.37 48.9 9 R 64..655 49.5 LOS D 4.6 31.9.93.89 25.4 Approach 62..656 11.2 LOS B 1.8 75.3.48.43 44.6 West: Waterberg Road (W) 1 L 41..135 44.2 LOS D 2.5 17.4.86.74 27. 12 R 116..269 45. LOS D 4.8 33.6.88.76 26.8 Approach 157..269 44.8 LOS D 4.8 33.6.87.76 26.8 All Vehicles 38. 1. 15.7 LOS B 39.3 275.1.73.66 4.7 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 5...1354 www.sidrasolutions.com 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

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 12..197 29.9 LOS C 4.8 33.3.73.87 34.3 2 T 1..198 21.7 LOS C 4.8 33.3.73.59 35.7 3 R 518. 2.778 2419.3 LOS F 215.3 157.1 1. 4.67.9 Approach 63. 2.778 1993.2 LOS F 215.3 157.1.95 3.95 1.1 East: Samrand Avenue (E) 4 L 198. 1. 3 13.5 LOS B 25.1 175.9.78.88 43.9 5 T 663..323 13.7 LOS B 1.3 71.8.63.54 4.9 6 R 282. 1.81 154.8 LOS F 18.6 13. 1. 1.41 11.5 Approach 243. 1.81 33.1 LOS C 25.1 175.9.76.84 31.1 North: Rietspruit Road (N) 7 L 1269..74 7.8 NA 9 NA 9 NA 9..6 49.5 8 T 158..385 34.2 LOS C 7.8 54.6.91.74 29.6 9 R 37..125 4.5 LOS D 2.1 14.4.85.74 28.4 Approach 1464..74 11.5 LOS B 7.8 54.6.12.62 45.4 West: Samrand Avenue (W) 1 L 12..582 33.9 LOS C 13.5 94.5.87.89 32.7 11 T 744..583 25.6 LOS C 16.5 115.4.87.75 33.5 12 R 142..363 31.6 LOS C 6.3 44..78.79 32.1 Approach 898..583 26.6 LOS C 16.5 115.4.85.76 33.3 All Vehicles 535. 2.778 27.9 LOS F 215.3 157.1.61 1.15 7.1 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 5...1354 www.sidrasolutions.com 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

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 114..44 26.2 LOS C 11.1 77.9.73.87 35.9 2 T 21..44 18. LOS B 11.1 77.9.73.63 37.5 3 R 572. 2.71 1379.8 LOS F 182.2 1275.3 1. 4.16 1.6 Approach 887. 2.71 897.2 LOS F 182.2 1275.3.9 2.94 2.3 East: Samrand Avenue (E) 4 L 122. 1. 3 13.7 LOS B 25.1 176..79.9 43.8 5 T 1931. 1.159 341. LOS F 167.4 1171.7 1. 3.12 5.7 6 R 378. 1.3 1.6 LOS F 18.5 129.8 1. 1.2 16. Approach 3511. 1.159 23. LOS F 167.4 1171.7.93 2.15 9.1 North: Rietspruit Road (N) 7 L 651..38 7.6 NA 9 NA 9 NA 9..6 49.7 8 T 171..313 28.6 LOS C 7.7 54..84.69 32.1 9 R 24..74 35. LOS D 1.2 8.7.78.72 3.6 Approach 846..38 12.6 LOS B 7.7 54..19.62 44.1 West: Samrand Avenue (W) 1 L 34..58 42.9 LOS D 1. 69.7.94.84 28.7 11 T 434..579 34.4 LOS C 12.1 85..95.79 29.3 12 R 46..523 58.5 LOS E 3.2 22.2 1..73 23. Approach 514..579 37.1 LOS D 12.1 85..95.79 28.6 All Vehicles 5758. 2.71 267.2 LOS F 182.2 1275.3.82 1.93 7.2 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 5...1354 www.sidrasolutions.com 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

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 14..225 3.2 LOS C 5.4 37.5.74.87 34.2 2 T 113..224 22. LOS C 5.4 37.5.74.6 35.6 3 R 594. 3.338 3297.6 LOS F 281. 1967.3 1. 5.17.7 Approach 721. 3.339 272.8 LOS F 281. 1967.3.95 4.37.8 East: Samrand Avenue (E) 4 L 1279..746 7.8 NA 9 NA 9 NA 9..6 49.5 5 T 769..375 14.2 LOS B 12. 83.7.65.56 4.5 6 R 282. 1.82 154.8 LOS F 18.6 13. 1. 1.41 11.5 Approach 233. 1.82 27.7 LOS C 18.6 13..33.69 33.6 North: Rietspruit Road (N) 7 L 1471..858 8. NA 9 NA 9 NA 9..6 49.2 8 T 177..432 34.6 LOS C 8.6 6.5.92.75 29.4 9 R 38..13 4.6 LOS D 2.1 14.8.86.74 28.4 Approach 1686..858 11.6 LOS B 8.6 6.5.12.62 45.3 West: Samrand Avenue (W) 1 L 12..675 35. LOS C 15.7 19.8.9.89 32.3 11 T 857..67 26.6 LOS C 19.3 134.8.9.79 32.9 12 R 165..442 32.6 LOS C 7.4 51.5.81.8 31.7 Approach 134..67 27.7 LOS C 19.3 134.8.89.79 32.7 All Vehicles 5771. 3.338 359.4 LOS F 281. 1967.3.45 1.15 5.5 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 5...1354 www.sidrasolutions.com 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

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 133..52 26.9 LOS C 12.8 89.3.75.87 35.6 2 T 226..52 18.7 LOS B 12.8 89.3.75.66 36.9 3 R 644. 2.458 1943.8 LOS F 244.4 1711. 1. 4.78 1.1 Approach 13. 2.458 1255.9 LOS F 244.4 1711..91 3.34 1.7 East: Samrand Avenue (E) 4 L 146..82 7.9 NA 9 NA 9 NA 9..6 49.3 5 T 2275. 1.366 79.4 LOS F 315.3 227.4 1. 4.9 2.9 6 R 378. 1.3 1.6 LOS F 18.5 129.8 1. 1.2 16. Approach 459. 1.366 49.7 LOS F 315.3 227.4.65 3.7 4.9 North: Rietspruit Road (N) 7 L 755..44 7.6 NA 9 NA 9 NA 9..6 49.7 8 T 196..359 29. LOS C 8.7 61.2.86.71 31.9 9 R 27..87 35.2 LOS D 1.4 9.8.78.73 3.5 Approach 978..44 12.7 LOS B 8.7 61.2.19.63 44.1 West: Samrand Avenue (W) 1 L 35..64 43.7 LOS D 11. 77.2.96.85 28.5 11 T 483..641 35.1 LOS D 13.4 93.7.96.81 29. 12 R 54..614 59.1 LOS E 3.7 25.9 1..76 22.9 Approach 572..641 37.9 LOS D 13.4 93.7.96.81 28.3 All Vehicles 6612. 2.458 447.2 LOS F 315.3 227.4.65 2.55 4.5 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 5...1354 www.sidrasolutions.com 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

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 12..197 29.9 LOS C 4.8 33.3.73.87 34.3 2 T 1..198 21.7 LOS C 4.8 33.3.73.59 35.7 3 R 518. 2.778 2419.3 LOS F 215.3 157.1 1. 4.67.9 Approach 63. 2.778 1993.2 LOS F 215.3 157.1.95 3.95 1.1 East: Samrand Avenue (E) 4 L 198. 1. 3 13.5 LOS B 25.1 175.9.78.88 43.9 5 T 676..329 13.8 LOS B 1.5 73.2.63.54 4.9 6 R 282. 1.81 154.8 LOS F 18.6 13. 1. 1.41 11.5 Approach 256. 1.81 33. LOS C 25.1 175.9.76.84 31.1 North: Rietspruit Road (N) 7 L 1269..74 7.8 NA 9 NA 9 NA 9..6 49.5 8 T 158..385 34.2 LOS C 7.8 54.6.91.74 29.6 9 R 43..145 4.7 LOS D 2.4 16.7.86.74 28.4 Approach 147..74 11.6 LOS B 7.8 54.6.12.62 45.3 West: Samrand Avenue (W) 1 L 17..598 34. LOS C 13.8 96.4.87.89 32.6 11 T 754..595 25.7 LOS C 16.8 117.9.87.76 33.4 12 R 142..367 31.7 LOS C 6.3 44..78.79 32.1 Approach 913..595 26.8 LOS C 16.8 117.9.86.76 33.2 All Vehicles 569. 2.778 269.3 LOS F 215.3 157.1.62 1.15 7.2 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 11:32:55 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION 5...1354 www.sidrasolutions.com 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

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 114..44 26.2 LOS C 11.1 77.9.73.87 35.9 2 T 21..44 18. LOS B 11.1 77.9.73.63 37.5 3 R 572. 2.71 1379.8 LOS F 182.2 1275.3 1. 4.16 1.6 Approach 887. 2.71 897.2 LOS F 182.2 1275.3.9 2.94 2.3 East: Samrand Avenue (E) 4 L 122. 1. 3 13.7 LOS B 25.1 176..79.9 43.8 5 T 1947. 1.168 357.5 LOS F 174. 1217.9 1. 3.21 5.5 6 R 378. 1.3 1.6 LOS F 18.5 129.8 1. 1.2 16. Approach 3527. 1.168 212.8 LOS F 174. 1217.9.93 2.21 8.7 North: Rietspruit Road (N) 7 L 651..38 7.6 NA 9 NA 9 NA 9..6 49.7 8 T 171..313 28.6 LOS C 7.7 54..84.69 32.1 9 R 33..12 35.3 LOS D 1.7 11.9.79.73 3.5 Approach 855..38 12.9 LOS B 7.7 54..2.62 43.9 West: Samrand Avenue (W) 1 L 41..65 43.1 LOS D 1.4 72.6.95.84 28.6 11 T 448..65 34.7 LOS C 12.7 88.7.95.8 29.2 12 R 46..523 58.5 LOS E 3.2 22.2 1..73 23. Approach 535..65 37.4 LOS D 12.7 88.7.96.79 28.5 All Vehicles 584. 2.71 271.8 LOS F 182.2 1275.3.82 1.96 7.1 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 5...1354 www.sidrasolutions.com 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

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 14..225 3.2 LOS C 5.4 37.5.74.87 34.2 2 T 113..224 22. LOS C 5.4 37.5.74.6 35.6 3 R 594. 3.338 3297.6 LOS F 281. 1967.3 1. 5.17.7 Approach 721. 3.339 272.8 LOS F 281. 1967.3.95 4.37.8 East: Samrand Avenue (E) 4 L 1279..746 7.8 NA 9 NA 9 NA 9..6 49.5 5 T 781..38 14.2 LOS B 12.1 85..65.57 4.4 6 R 282. 1.82 154.8 LOS F 18.6 13. 1. 1.41 11.5 Approach 2342. 1.82 27.6 LOS C 18.6 13..34.69 33.6 North: Rietspruit Road (N) 7 L 1471..858 8. NA 9 NA 9 NA 9..6 49.2 8 T 177..432 34.6 LOS C 8.6 6.5.92.75 29.4 9 R 44..15 4.8 LOS D 2.4 17..86.74 28.3 Approach 1692..858 11.7 LOS B 8.6 6.5.12.62 45.2 West: Samrand Avenue (W) 1 L 17..683 35.1 LOS D 16. 111.8.91.89 32.2 11 T 866..681 26.8 LOS C 19.6 137.3.91.8 32.8 12 R 165..447 32.6 LOS C 7.4 51.6.81.81 31.7 Approach 148..681 27.8 LOS C 19.6 137.3.89.8 32.6 All Vehicles 583. 3.338 357.6 LOS F 281. 1967.3.45 1.14 5.6 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 5...1354 www.sidrasolutions.com 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

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 133..52 26.9 LOS C 12.8 89.3.75.87 35.6 2 T 226..52 18.7 LOS B 12.8 89.3.75.66 36.9 3 R 644. 2.458 1943.8 LOS F 244.4 1711. 1. 4.78 1.1 Approach 13. 2.458 1255.9 LOS F 244.4 1711..91 3.34 1.7 East: Samrand Avenue (E) 4 L 146..82 7.9 NA 9 NA 9 NA 9..6 49.3 5 T 2291. 1.376 726.5 LOS F 322.2 2255.4 1. 4.97 2.8 6 R 378. 1.3 1.6 LOS F 18.5 129.8 1. 1.2 16. Approach 475. 1.376 42.5 LOS F 322.2 2255.4.65 3.11 4.8 North: Rietspruit Road (N) 7 L 755..44 7.6 NA 9 NA 9 NA 9..6 49.7 8 T 196..359 29. LOS C 8.7 61.2.86.71 31.9 9 R 35..113 35.4 LOS D 1.8 12.6.79.74 3.4 Approach 986..44 12.9 LOS B 8.7 61.2.2.63 43.9 West: Samrand Avenue (W) 1 L 42..661 44.1 LOS D 11.5 8.3.97.86 28.3 11 T 497..66 35.4 LOS D 13.9 97.4.97.82 28.9 12 R 54..614 59. LOS E 3.7 25.9 1..76 22.9 Approach 593..66 38.2 LOS D 13.9 97.4.97.82 28.2 All Vehicles 6657. 2.458 451.9 LOS F 322.2 2255.4.65 2.58 4.5 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 5...1354 www.sidrasolutions.com 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

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 122..188 14. LOS B 2.8 19.7.38.72 43.3 2 T 428..313 6.7 LOS A 9.5 66.5.45.4 48.9 3 R 444..858 38.6 LOS D 17. 119.1.99 1.1 29.1 Approach 994..858 21.8 LOS C 17. 119.1.69.71 37.1 East: Rietspriut Road (E) 4 L 432..525 15.2 LOS B 1.4 72.9.59.77 42.5 5 T 116..283 33.4 LOS C 5.9 41.2.89.71 29.9 6 R 52..373 52.7 LOS D 3.3 23.4.98.75 24.5 Approach 6..525 22. LOS C 1.4 72.9.68.75 37.2 North: Rooihuiskraal Road (M37) (N) 7 L 61..281 29.9 LOS C 4.5 31.3.73.8 33.5 8 T 599..762 28.5 LOS C 23. 161.3.93.84 32. 9 R 4..141 29.6 LOS C 1.8 12.8.7.74 33. Approach 7..762 28.7 LOS C 23. 161.3.9.83 32.2 West: Rietspriut Road (W) 1 L 47..658 45.8 LOS D 1.5 73.7.97.86 27.6 11 T 161..657 37.6 LOS D 1.5 73.7.97.83 27.8 12 R 84..357 46.3 LOS D 4.8 33.4.94.78 26.4 Approach 292..657 41.4 LOS D 1.5 73.7.96.82 27.3 All Vehicles 2586..858 25.9 LOS C 23. 161.3.77.77 34.3 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 11:31:8 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION 5...1354 www.sidrasolutions.com 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

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 14..217 15.8 LOS B 3.3 22.9.5.74 41.8 2 T 641..547 1.1 LOS B 15. 15.2.67.6 44.7 3 R 259..55 19.7 LOS B 6.5 45.3.85.81 38.9 Approach 14..55 13.2 LOS B 15. 15.2.69.67 42.7 East: Rietspriut Road (E) 4 L 884..93 25.4 LOS C 21.8 152.6.84.99 35.6 5 T 168..319 23.1 LOS C 6.3 44..85.69 34.9 6 R 7..28 34.8 LOS C.3 2.3.86.67 3.6 Approach 159..93 25.1 LOS C 21.8 152.6.85.94 35.4 North: Rooihuiskraal Road (N) 7 L 1..23 26.4 LOS C 3.2 22.5.75.86 36.6 8 T 462..554 2.5 LOS C 12.2 85.7.85.72 36.4 9 R 87..39 28.1 LOS C 3.4 23.7.79.78 33.8 Approach 55..554 21.8 LOS C 12.2 85.7.84.73 36. West: Rietspriut Road (W) 1 L 67..436 32.4 LOS C 6.9 48.1.88.83 32.8 11 T 111..436 24.2 LOS C 6.9 48.1.88.73 33.4 12 R 134..466 36.1 LOS D 5.7 4.1.93.8 3.1 Approach 312..466 31.1 LOS C 6.9 48.1.9.78 31.8 All Vehicles 2961..93 2.9 LOS C 21.8 152.6.8.79 37.3 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 5...1354 www.sidrasolutions.com 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

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 141..217 14. LOS B 3.3 22.8.39.73 43.3 2 T 476..348 6.9 LOS A 1.6 74.3.47.41 48.6 3 R 512. 1.48 158.9 LOS F 46.4 324.5 1. 1.54 11.2 Approach 1129. 1.48 76.7 LOS E 46.4 324.5.7.96 19.2 East: Rietspriut Road (E) 4 L 51..651 19.1 LOS B 11.9 83.6.66.84 39.5 5 T 133..321 33.7 LOS C 6.7 46.6.9.72 29.8 6 R 6..55 55.4 LOS E 3.9 27.4 1..75 23.7 Approach 694..651 25. LOS C 11.9 83.6.73.81 35.3 North: Rooihuiskraal Road (N) 7 L 7..319 3.1 LOS C 5. 35.3.74.8 33.4 8 T 675..859 35.3 LOS D 29.7 27.9.98.98 29. 9 R 46..165 29.9 LOS C 2.1 14.8.71.75 32.9 Approach 791..859 34.6 LOS C 29.7 27.9.94.95 29.5 West: Rietspriut Road (W) 1 L 54..738 48.1 LOS D 12.1 85..99.9 26.8 11 T 182..738 39.9 LOS D 12.1 85..99.9 27. 12 R 98..436 47. LOS D 5.5 38.8.95.79 26.1 Approach 334..738 43.3 LOS D 12.1 85..98.87 26.7 All Vehicles 2948. 1.48 49.5 LOS D 46.4 324.5.8.91 25. 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 5...1354 www.sidrasolutions.com 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

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 162..252 15.9 LOS B 3.8 26.6.51.75 41.7 2 T 736..628 1.8 LOS B 17.9 125.5.72.65 43.9 3 R 3..672 21.4 LOS C 7.8 54.5.91.85 37.8 Approach 1198..672 14.1 LOS B 17.9 125.5.74.71 41.9 East: Rietspriut Road (E) 4 L 939. 1. 3 19. LOS B 21.9 153..97.97 39.6 5 T 274..529 24.7 LOS C 1. 69.7.91.76 33.4 6 R 8..35 36. LOS D.4 2.7.87.68 3.1 Approach 1221. 1. 2.4 LOS C 21.9 153..95.92 37.9 North: Rooihuiskraal Road (N) 7 L 1..234 26.6 LOS C 3.6 24.9.75.87 36.5 8 T 515..618 21. LOS C 13.7 95.9.87.74 36.1 9 R 1..39 28.9 LOS C 4. 27.8.81.79 33.4 Approach 616..618 22.3 LOS C 13.7 95.9.86.75 35.6 West: Rietspriut Road (W) 1 L 77..55 33. LOS C 7.8 54.9.9.83 32.5 11 T 127..55 24.8 LOS C 7.8 54.9.9.75 33.1 12 R 155..578 37.9 LOS D 6.7 47.1.96.81 29.3 Approach 359..577 32.2 LOS C 7.8 54.9.93.8 31.2 All Vehicles 3394. 1. 19.8 LOS B 21.9 153..86.8 37.9 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 5...1354 www.sidrasolutions.com 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

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 122..188 14. LOS B 2.8 19.7.38.72 43.3 2 T 441..323 6.7 LOS A 9.8 68.6.46.4 48.8 3 R 444..858 38.6 LOS D 17. 119.1.99 1.1 29.1 Approach 17..858 21.7 LOS C 17. 119.1.68.71 37.1 East: Rietspriut Road (E) 4 L 432..525 15.2 LOS B 1.4 72.9.59.77 42.5 5 T 116..283 33.4 LOS C 5.9 41.2.89.71 29.9 6 R 52..386 53.7 LOS D 3.4 23.6.99.75 24.2 Approach 6..525 22. LOS C 1.4 72.9.68.75 37.1 North: Rooihuiskraal Road (N) 7 L 61..281 29.9 LOS C 4.5 31.3.73.8 33.5 8 T 599..762 28.5 LOS C 23. 161.3.93.84 32. 9 R 45..159 29.8 LOS C 2.1 14.4.71.75 32.9 Approach 75..762 28.7 LOS C 23. 161.3.9.83 32.2 West: Rietspriut Road (W) 1 L 53..678 46.3 LOS D 1.9 76.1.98.87 27.4 11 T 161..677 38.1 LOS D 1.9 76.1.98.85 27.6 12 R 84..357 46.3 LOS D 4.8 33.4.94.78 26.4 Approach 298..677 41.9 LOS D 1.9 76.1.97.83 27.2 All Vehicles 261..858 26. LOS C 23. 161.3.77.77 34.3 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 5...1354 www.sidrasolutions.com 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

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 14..217 15.8 LOS B 3.3 22.9.5.74 41.8 2 T 658..562 1.2 LOS B 15.5 18.6.68.61 44.6 3 R 259..558 19.7 LOS B 6.5 45.3.85.81 38.9 Approach 157..562 13.3 LOS B 15.5 18.6.7.68 42.7 East: Rietspriut Road (E) 4 L 884..912 25. LOS C 21.8 152.6.86.99 35.8 5 T 168..319 23.1 LOS C 6.3 44..85.69 34.9 6 R 7..28 34.9 LOS C.3 2.3.86.67 3.6 Approach 159..911 24.7 LOS C 21.8 152.6.85.94 35.6 North: Rooihuiskraal Road (N) 7 L 1..217 26.5 LOS C 3.3 23.2.75.87 36.6 8 T 477..572 2.7 LOS C 12.6 88.5.85.72 36.3 9 R 94..339 28.4 LOS C 3.7 25.7.8.79 33.7 Approach 572..572 22. LOS C 12.6 88.5.85.73 35.9 West: Rietspriut Road (W) 1 L 75..456 32.6 LOS C 7.2 5.2.89.83 32.7 11 T 111..456 24.4 LOS C 7.2 5.2.89.73 33.3 12 R 134..466 36.1 LOS D 5.7 4.1.93.8 3.1 Approach 32..466 31.2 LOS C 7.2 5.2.91.78 31.7 All Vehicles 38..912 2.9 LOS C 21.8 152.6.8.79 37.3 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 5...1354 www.sidrasolutions.com 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

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 141..216 14. LOS B 3.3 22.8.39.73 43.3 2 T 489..354 6.9 LOS A 1.9 76.3.47.42 48.5 3 R 512. 1.52 164.1 LOS F 47.4 331.6 1. 1.57 1.9 Approach 1142. 1.52 78.3 LOS E 47.4 331.6.7.97 18.9 East: Rietspriut Road (E) 4 L 51..653 19.2 LOS B 12. 83.7.66.84 39.5 5 T 133..321 33.7 LOS C 6.7 46.6.9.72 29.8 6 R 6..527 55.7 LOS E 3.9 27.6 1..76 23.7 Approach 694..653 25.1 LOS C 12. 83.7.73.81 35.3 North: Rooihuiskraal Road (N) 7 L 7..321 3.1 LOS C 5.1 35.7.74.8 33.4 8 T 686..863 35.8 LOS D 3.4 212.6.98.99 28.8 9 R 51..184 3.1 LOS C 2.3 16.4.72.75 32.8 Approach 87..863 34.9 LOS C 3.4 212.6.94.96 29.4 West: Rietspriut Road (W) 1 L 6..758 48.9 LOS D 12.5 87.8 1..92 26.5 11 T 182..758 4.7 LOS D 12.5 87.8 1..92 26.7 12 R 98..436 47. LOS D 5.5 38.8.95.79 26.2 Approach 34..758 44. LOS D 12.5 87.8.98.88 26.5 All Vehicles 2983. 1.52 5.3 LOS D 47.4 331.6.8.92 24.8 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 5...1354 www.sidrasolutions.com 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

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 162..252 15.9 LOS B 3.8 26.6.51.75 41.7 2 T 754..644 1.9 LOS B 18.5 129.7.73.66 43.7 3 R 3..682 21.9 LOS C 7.8 54.8.92.85 37.4 Approach 1216..682 14.3 LOS B 18.5 129.7.75.72 41.7 East: Rietspriut Road (E) 4 L 93. 1. 3 19.4 LOS B 21.9 153..97.97 39.3 5 T 283..545 24.8 LOS C 1.3 71.8.92.77 33.3 6 R 8..36 36.9 LOS D.4 2.7.89.67 29.7 Approach 1221. 1. 2.7 LOS C 21.9 153..96.92 37.7 North: Rooihuiskraal Road (N) 7 L 1..234 26.6 LOS C 3.7 25.6.75.87 36.5 8 T 53..636 21.2 LOS C 14.1 98.8.88.75 36. 9 R 17..428 29.3 LOS C 4.3 3..82.8 33.2 Approach 638..636 22.6 LOS C 14.1 98.8.87.76 35.5 West: Rietspriut Road (W) 1 L 85..526 33.1 LOS C 8.1 57..91.83 32.4 11 T 127..525 24.9 LOS C 8.1 57..91.76 32.9 12 R 155..578 37.9 LOS D 6.7 47.1.96.82 29.3 Approach 367..578 32.3 LOS C 8.1 57..93.8 31.2 All Vehicles 3442. 1. 2. LOS C 21.9 153..86.81 37.7 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 5...1354 www.sidrasolutions.com 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

AutoJ Design counts Watercress Road Samrand Avenue 219 Background TVs, Kosmosdal Ext 14 Q 3hr tot V/C max % optimal best priority RR 3.2.22 8% &AutoJ138 horak-civilconcepts best signal 2 1.3.39 3% 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 445 8 2 2 2 99 7 148 22 26 88 121 SAT PM 136 7 15 6 291 4 67 1 11 212 448 % 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 445 8 2 2 2 99 7 148 22 26 88 121 13.7% SAT.% PM 136 7 15 6 291 4 67 1 11 212 448 15.3% 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 448 6 4 1 11 7 212 15 291 67 136 SAT 178 3 3 7 3 96 3 94 5 122 67 182 PM 121 2 7 22 8 26 2 88 2 99 148 445 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) 1 989 27 31 59 28 1 355 38 738 78 1 54 1 41 1 979 8 418 Est ADT (2) 1 162 16 18 34 16 78 22 43 46 614 6 1 138 4 876 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 1 989 27 31 59 28 1 355 38 738 78 1 54 1 41 1 979 8 418 Professional: Date: 219 BG (C) Print: 219/2/25 registered to: Dr John Sampson

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 2 1 1 2. no. sig lanes lanes 3 3 3 3 3 3 3. 3 3 3 Pw ped length, width, heads 14. 2.4 y 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 25. y 75 from West (m) to 2.4 slip must yield? n 1 clear 14. rt. turn in gap allowed? y 1 17. (m) to clear 2 no. lanes to East grade % (+ = up) % turn lane (m) speed (km/h) 6 no.lanes if RR 4 75 1 W= 2 2 =N Samrand Avenue median width (m) circ= 3 1 median width (m) Samrand Avenue y S= 2 3 =E 1 9 2.4 1 from East 17.5 speed (km/h) 6 Ps ped l, w, head to West no. lanes 2 (m) to clear 14.4 1 grade % (+ = up) % 2 2 2 2 2 2 2 2 2 (m) to rt. turn in gap allowed? y clear 1 slip must yield? n 9 21.6 4 4 4 4 41 4 4 4 4 4 2 2 2 2 2 2 2 1 1 1 1 1 1 1 1 Pe ped length, width, heads 1.5 2.4 y 4. signal no. sig. lanes 2. 1 1 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 3.2.22 8% turn lane (m) 1.3.39 3% Professional: Date: 219 BG (C) Print: 219/2/25 copyright: Dr John Sampson

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 24.8 1.7 16% &AutoJ138 horak-civilconcepts best possible RR 3.2.22 8% 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 445 8 2 455 2 2 99 13 7 148 22 177 26 88 121 415 1 15 SAT PM 136 7 143 15 6 291 312 4 67 1 72 11 212 448 761 1 288 ~lanes 1..5.5 2. 1..5.5 2..5 1.5 1. 3. 1. 1.5 1.5 4. 8 418 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 2 994 #DIV/! 2 171 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.7.2.2.68..22.22.21.18.18.5.16.26.13.13.19.38 SAT PM.24.3.23.2 1.7 1.7 1.2.17.17..17.12.59.59.53.59 max V/C; movement, approach, pedestrian, i/s 1.7 1.2.59 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 16 9 9 16 2 8 1 9 9 2 9 1 9 1 2 9 1 9 9 2 12 SAT 2 2 2 2 PM 9 9 9 2 8 218 212 22 2 9 1 9 1 2 9 15 14 14 2 59 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 2... 2....3.3..4.1.5.5.2.3 1.1 3.8 SAT PM.4..4..4 17.1 17.5..2..2.2.9 1.7 2.9 21. max 2.....4 17.1..4.1.5.9 1.7 24.8 Professional: Date: 219 BG (C) Print: 219/2/25 registered to: Dr John Sampson

AutoJ Design counts Watercress Road Samrand Avenue 224 PH Background TVs, Kosmosdal Ext 14 Q 3hr tot V/C max % optimal best priority RR 3.6.29 8% &AutoJ138 horak-civilconcepts best signal 2 12.1.45 31% 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 51 1 2 8 172 25 239 11 139 SAT PM 158 8 18 7 337 5 78 1 117 245 514 % 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 51 1 2 8 172 25 239 11 139 13.% SAT.% PM 158 8 18 7 337 5 78 1 117 245 514 16.% 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 514 7 5 1 117 8 245 18 337 78 158 SAT 24 2 4 8 3 111 3 18 6 15 78 29 PM 139 8 25 1 239 2 11 172 51 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) 2 287 34 35 63 25 1 18 45 858 89 1 222 1 21 2 272 9 38 Est ADT (2) 1 336 2 2 36 14 674 26 5 52 712 692 1 36 5 388 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 2 287 34 35 63 25 1 18 45 858 89 1 222 1 21 2 272 9 38 Professional: Date: 224 BG (C) Print: 219/2/25 registered to: Dr John Sampson

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 2 1 1 2. no. sig lanes lanes 3 3 3 3 3 3 3. 3 3 3 Pw ped length, width, heads 14. 2.4 y 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 25. y 75 from West (m) to 2.4 slip must yield? n 1 clear 14. rt. turn in gap allowed? y 1 17. (m) to clear 2 no. lanes to East grade % (+ = up) % turn lane (m) speed (km/h) 6 no.lanes if RR 5 75 1 W= 2 2 =N Samrand Avenue median width (m) circ= 3 1 median width (m) Samrand Avenue y S= 2 3 =E 1 9 2.4 1 from East 17.5 speed (km/h) 6 Ps ped l, w, head to West no. lanes 2 (m) to clear 14.4 1 grade % (+ = up) % 2 2 2 2 2 2 2 2 2 (m) to rt. turn in gap allowed? y clear 1 slip must yield? n 9 21.6 4 4 4 4 48 4 4 4 4 4 2 2 2 2 2 2 2 1 1 1 1 1 1 1 1 Pe ped length, width, heads 1.5 2.4 y 4. signal no. sig. lanes 2. 1 1 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 3.6.29 8% 2 turn lane (m) 12.1.45 31% Professional: Date: 224 BG (C) Print: 219/2/25 copyright: Dr John Sampson

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 61.7 1.35 14% &AutoJ138 horak-civilconcepts best possible RR 3.6.29 8% 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 51 1 2 522 8 172 25 25 239 11 139 479 1 26 SAT PM 158 8 166 18 7 337 362 5 78 1 84 117 245 514 876 1 488 ~lanes 1..5.5 2. 1..5.5 2..5 1.5 1. 3. 1. 1.5 1.5 4. 9 38 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 2 961 #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.7.2.2.69.18.18.4.16.31.11.11.21.41 SAT PM.28.4.26.3 1.35 1.35 1.28.2.2..2.14.68.68.61.71 max V/C; movement, approach, pedestrian, i/s 1.35 1.28.71 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 16 9 9 16 2 2 9 1 9 1 2 1 1 9 1 2 12 SAT 2 2 2 2 PM 1 9 1 2 8 56 554 527 2 9 1 9 1 2 9 18 17 16 2 139 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 2.3.. 2.3..5.1.6.6.3.4 1.3 4.1 SAT PM.4..4. 1.1 51.8 53...2..2.3 1.2 2.4 3.9 57.6 max 2.3... 1.1 51.8..5.1.6 1.2 2.4 61.7 Professional: Date: 224 BG (C) Print: 219/2/25 registered to: Dr John Sampson

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 3.4.23 8% &AutoJ138 horak-civilconcepts best signal 2 1.9.4 3% 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 466 8 2 2 2 11 7 153 22 28 92 138 SAT PM 164 7 15 6 294 4 74 1 14 217 472 % 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 466 8 2 2 2 11 7 153 22 28 92 138 13.6% SAT.% PM 164 7 15 6 294 4 74 1 14 217 472 15.4% 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 472 6 4 1 14 7 217 15 294 74 164 SAT 191 3 3 7 3 98 3 97 5 123 71 197 PM 138 2 7 22 8 28 2 92 2 11 153 466 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) 2 158 27 31 59 28 1 372 38 779 78 1 71 1 72 2 121 8 836 Est ADT (2) 1 26 16 18 34 16 79 22 454 46 624 618 1 22 5 118 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 2 158 27 31 59 28 1 372 38 779 78 1 71 1 72 2 121 8 836 Professional: Date: 219 BG+D (C) Print: 219/2/25 registered to: Dr John Sampson

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 2 1 1 2. no. sig lanes lanes 3 3 3 3 3 3 3. 3 3 3 Pw ped length, width, heads 14. 2.4 y 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 24. y 75 from West (m) to 2.4 slip must yield? n 1 clear 21. rt. turn in gap allowed? y 1 17. (m) to clear 2 no. lanes to East grade % (+ = up) % turn lane (m) speed (km/h) 6 no.lanes if RR 4 75 1 W= 2 2 =N Samrand Avenue median width (m) circ= 3 median width (m) Samrand Avenue y S= 2 3 =E 1 9 2.4 1 from East 17.5 speed (km/h) 6 Ps ped l, w, head to West no. lanes 2 (m) to clear 14.4 1 grade % (+ = up) % 2 2 2 2 2 2 2 2 2 (m) to rt. turn in gap allowed? y clear 1 slip must yield? n 9 21.6 4 4 4 4 42 4 4 4 4 4 2 2 2 2 2 2 2 1 1 1 1 1 1 1 1 Pe ped length, width, heads 1.5 2.4 y 4. signal no. sig. lanes 2. 1 1 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 3.4.23 8% turn lane (m) 1.9.4 3% Professional: Date: 219 BG+D (C) Print: 219/2/25 copyright: Dr John Sampson

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 3.4.23 8% &AutoJ138 horak-civilconcepts best signal 2 1.9.4 3% 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 6 243 93.5 2.26 2.15.6. 2% Xwe 5 1 5.6.67.59.41. 47% XX 13 94 39.6 1.19 1.14.63. 14% RR 5 5 3.4.23.23.18. 8% 2 stage 2 15 16 1.9.4.4.32. 3% 3 stage 3ns 18 19 13.2.44.43.35. 26% 3we 18 19 13.2.44.42.34. 26% n3 18 21 13.6.48.46.38. 25% s3 19 2 13.9.48.47.37. 24% w3 19 21 14.2.48.47.38. 24% e3 16 18 12.2.44.42.31. 28% 4 stage 4nswe 21 23 15.5.49.47.37. 23% n4we 2 24 15.9.53.51.39. 22% s4we 22 24 16.2.5.46.38. 22% w4ns 22 25 16.7.53.51.41. 21% e4ns 19 22 14.6.48.46.34. 24% nw4 22 26 17..58.55.44. 2% ne4 19 23 14.9.53.5.36. 23% sw4 23 26 17.5.55.54.43. 2% se4 2 23 15.2.48.46.35. 23% separate n-s-3 22 23 16.1.49.48.4. 22% (split) stage w-e-3 18 21 14.1.48.46.38. 24% n-s-4we 22 17 13.5.51.5.34. 24% w-e-4ns 21 25 16.5.52.5.41. 21% n-s-w-e-4 25 28 18.9.57.56.43. 19% min all ICD minimums 5 5 3.4.23.23.18. 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 5 5 3.4.23.23.18. 8% Best Signal 2 15 16 1.9.4.4.32. 3% Best Overall RR 5 5 3.4.23.23.18. 8% 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

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 39.6 1.19 14% &AutoJ138 horak-civilconcepts best possible RR 3.4.23 8% 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 466 8 2 476 2 2 11 15 7 153 22 182 28 92 138 438 1 21 SAT PM 164 7 171 15 6 294 315 4 74 1 79 14 217 472 793 1 358 ~lanes 1..5.5 2. 1..5.5 2..5 1.5 1. 3. 1. 1.5 1.5 4. 8 836 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 2 996 #DIV/! 2 155 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.73.2.2.72..22.22.22.19.19.5.17.26.14.14.2.4 SAT PM.28.3.27.2 1.19 1.19 1.14.19.19..18.13.61.61.55.63 max V/C; movement, approach, pedestrian, i/s 1.19 1.14.63 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 17 9 9 17 2 8 1 1 9 2 9 1 9 1 2 9 1 9 1 2 13 SAT 2 2 2 2 PM 1 9 1 2 8 385 379 362 2 9 1 9 1 2 9 16 15 14 2 94 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 2.2.. 2.2...3.3..4.1.5.5.3.4 1.2 4.2 SAT PM.4..5..6 31. 31.7..2..2.3 1. 1.9 3.1 35.5 max 2.2....6 31...4.1.5 1. 1.9 39.6 Professional: Date: 219 BG+D (C) Print: 219/2/25 registered to: Dr John Sampson

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 3.8.3 8% &AutoJ138 horak-civilconcepts best signal 2 12.8.47 31% 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 531 1 2 2 8 177 25 241 15 156 SAT PM 185 8 18 7 34 5 85 1 12 251 538 % 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 531 1 2 2 8 177 25 241 15 156 12.9% SAT.% PM 185 8 18 7 34 5 85 1 12 251 538 16.% 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 538 7 5 1 12 8 251 18 34 85 185 SAT 217 2 4 8 3 113 3 111 6 17 82 224 PM 156 8 25 1 241 2 15 2 177 531 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) 2 453 34 35 63 25 1 197 45 899 89 1 239 1 236 2 413 9 727 Est ADT (2) 1 432 2 2 36 14 684 26 524 52 722 712 1 388 5 63 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 2 453 34 35 63 25 1 197 45 899 89 1 239 1 236 2 413 9 727 Professional: Date: 224 BG+D (C) Print: 219/2/25 registered to: Dr John Sampson

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 2 1 1 2. no. sig lanes lanes 3 3 3 3 3 3 3. 3 3 3 Pw ped length, width, heads 14. 2.4 y 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 24. y 75 from West (m) to 2.4 slip must yield? n 1 clear 21. rt. turn in gap allowed? y 1 17. (m) to clear 2 no. lanes to East grade % (+ = up) % turn lane (m) speed (km/h) 6 no.lanes if RR 5 75 1 W= 2 2 =N Samrand Avenue median width (m) circ= 3 median width (m) Samrand Avenue y S= 2 3 =E 1 9 2.4 1 from East 17.5 speed (km/h) 6 Ps ped l, w, head to West no. lanes 2 (m) to clear 14.4 1 grade % (+ = up) % 2 2 2 2 2 2 2 2 2 (m) to rt. turn in gap allowed? y clear 1 slip must yield? n 9 21.6 4 4 4 4 48 4 4 4 4 4 2 2 2 2 2 2 2 1 1 1 1 1 1 1 1 Pe ped length, width, heads 1.5 2.4 y 4. signal no. sig. lanes 2. 1 1 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 3.8.3 8% turn lane (m) 12.8.47 31% Professional: Date: 224 BG+D (C) Print: 219/2/25 copyright: Dr John Sampson

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 76.2 1.5 13% &AutoJ138 horak-civilconcepts best possible RR 3.8.3 8% 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 531 1 2 543 2 2 8 177 25 21 241 15 156 52 1 257 SAT PM 185 8 193 18 7 34 365 5 85 1 91 12 251 538 99 1 558 ~lanes 1..5.5 2. 1..5.5 2..5 1.5 1. 3. 1. 1.5 1.5 4. 9 727 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 2 987 #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.73.2.2.72...18.18.4.17.31.12.12.21.42 SAT PM.32.4.31.3 1.5 1.5 1.43.22.22..21.15.71.71.64.76 max V/C; movement, approach, pedestrian, i/s 1.5 1.43.76 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 17 9 9 17 2 9 9 2 9 1 9 1 2 1 1 9 1 2 13 SAT 2 2 2 2 PM 1 9 1 2 8 696 69 657 2 9 1 9 1 2 9 2 18 17 2 166 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 2.5.. 2.6....5.1.6.7.3.4 1.3 4.5 SAT PM.5..5. 1.4 65.2 66.6..2..3.3 1.4 2.6 4.3 71.7 max 2.5... 1.4 65.2..5.1.7 1.4 2.6 76.2 Professional: Date: 224 BG+D (C) Print: 219/2/25 registered to: Dr John Sampson

AutoJ Design counts Rooihuskraal Road (M37) Full Access Kosmosdal Ext 12, 219 BG+DEV Q 3hr tot V/C max % optimal best priority Xwe 3.7.72 8% &AutoJ138 horak-civilconcepts best signal 2 56.3 1. 34% 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 1 48 56 38 622 46 34 off PM 579 75 5 1 944 63 42 % 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 1 48 56 38 622 46 34 13.1% off.% PM 579 75 5 1 944 63 42 15.8% 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 1 944 63 42 579 75 5 off 82 34 24 643 41 28 PM 622 46 34 1 48 56 38 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) 7 59 453 34 8 919 377 263 17 374 Est ADT (2) 4 118 262 176 5 132 218 152 1 58 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 7 59 453 34 8 919 377 263 17 374 Professional: Date: Full Access_BG+DEV Print: 219/2/25 registered to: Dr John Sampson

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 2 1 1 2. no. sig lanes lanes 4 1 1 1 1 1 1 1. 1 1 1 Pw ped length, width, heads 7. 2.4 y 2 2 2 2 2 2 2 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 7.2 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 5 2.4 from East 7. speed (km/h) 6 Ps ped l, w, head to West no. lanes 1 (m) to clear. grade % (+ = up) % 1 1 1 1 1 1 1 1 1 (m) to rt. turn in gap allowed? y clear slip must yield? n 5 1. 2 2 2 2 2 2 2 1 1 1 1 1 1 1 1 Pe ped length, width, heads 7. 2.4 y. 4 signal no. sig. lanes 2. 1 2 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 3.7.72 8% turn lane (m) 56.3 1. 34% Professional: Date: Full Access_BG+DEV Print: 219/2/25 copyright: Dr John Sampson

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 3.7.72 8% &AutoJ138 horak-civilconcepts best possible Xwe 3.7.72 8% 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 1 48 56 1 536 38 622 66 46 34 8 2 276 off PM 579 75 654 5 1 944 1 994 63 42 15 2 753 ~lanes 1. 1. 2. 1. 2. 3..3.4.3 1. 17 374 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 4 378 #DIV/! 6 388 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.72.6.7.2.15.15.19.19.19.52 off PM.28.35.29.3.48.47.55.55.55.43 max V/C; movement, approach, pedestrian, i/s.72.7.52 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 5 2 4 5 5 1 9 9 9 9 3 off PM 1 3 1 1 5 2 2 2 12 13 13 13 2 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 1.9. 1.9..1.1.1.1.2 2.2 off PM.1.1.2.1.9.9.2.1.4 1.5 max 1.9.1.1.9.2.1 3.7 Professional: Date: Full Access_BG+DEV Print: 219/2/25 registered to: Dr John Sampson

AutoJ Design counts Rooihuskraal Road (M37) Full Access Kosmosdal Ext 12, 224 BG+DEV Q 3hr tot V/C max % optimal best priority Xwe 6.1.82 8% &AutoJ138 horak-civilconcepts best signal 2 163.7 1.13 34% 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 1 68 56 38 76 46 34 off PM 672 75 5 2 218 63 42 % 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 1 68 56 38 76 46 34 13.% off.% PM 672 75 5 2 218 63 42 15.9% 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 2 218 63 42 672 75 5 off 914 34 24 735 41 28 PM 76 46 34 1 68 56 38 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) 8 64 453 34 1 163 377 263 19 624 Est ADT (2) 4 74 262 176 5 848 218 152 11 36 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 8 64 453 34 1 163 377 263 19 624 Professional: Date: Full Access_BG+DEV_224 Print: 219/2/25 registered to: Dr John Sampson

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 2 1 1 2. no. sig lanes lanes 4 1 1 1 1 1 1 1. 1 1 1 Pw ped length, width, heads 7. 2.4 y 2 2 2 2 2 2 2 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 7.2 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 5 2.4 from East 7. speed (km/h) 6 Ps ped l, w, head to West no. lanes 1 (m) to clear. grade % (+ = up) % 1 1 1 1 1 1 1 1 1 (m) to rt. turn in gap allowed? y clear slip must yield? n 5 1. 2 2 2 2 2 2 2 1 1 1 1 1 1 1 1 Pe ped length, width, heads 7. 2.4 y. 4 signal no. sig. lanes 2. 1 2 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 6.1.82 8% turn lane (m) 163.7 1.13 34% Professional: Date: Full Access_BG+DEV_224 Print: 219/2/25 copyright: Dr John Sampson

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 6.1.82 8% &AutoJ138 horak-civilconcepts best possible Xwe 6.1.82 8% 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 1 68 56 1 736 38 76 744 46 34 8 2 56 off PM 672 75 747 5 2 218 2 268 63 42 15 3 12 ~lanes 1. 1. 2. 1. 2. 3..3.4.3 1. 19 624 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/! 6 287 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.82.6.8.2.18.17.2.2.2.59 off PM.33.48.34.3.55.54.67.67.67.5 max V/C; movement, approach, pedestrian, i/s.82.8.59 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 8 2 8 8 5 1 9 9 9 9 6 off PM 1 4 1 1 5 2 2 2 15 16 15 16 2 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 3.6. 3.7..1.1.1.1.2 4. off PM.2.1.2.1 1.3 1.4.3.2.4 2.1 max 3.6.1.1 1.3.3.2 6.1 Professional: Date: Full Access_BG+DEV_224 Print: 219/2/25 registered to: Dr John Sampson

ANNEXURE F1 CITY OF TSHWANE EXISTING TRAFFIC SIGNAL TIMING PLANS

ANNEXURE F2 DETAILED PHASINGS AND TIMINGS OF THE TRAFFIC SIGNAL

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) 13 17 12 8 Yellow Time (sec) 3 3 3 3 All-Red Time (sec) 4 2 4 3 Phase Time (sec) 2 22 19 14 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 5...1354 www.sidrasolutions.com 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

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) 12 14 12 23 Yellow Time (sec) 3 3 3 3 All-Red Time (sec) 4 2 4 3 Phase Time (sec) 19 19 19 29 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 5...1354 www.sidrasolutions.com 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

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) 13 17 12 8 Yellow Time (sec) 3 3 3 3 All-Red Time (sec) 4 2 4 3 Phase Time (sec) 2 22 19 14 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 5...1354 www.sidrasolutions.com 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

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) 12 14 12 23 Yellow Time (sec) 3 3 3 3 All-Red Time (sec) 4 2 4 3 Phase Time (sec) 19 19 19 29 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 5...1354 www.sidrasolutions.com 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

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) 13 17 17 1 Yellow Time (sec) 3 3 3 3 All-Red Time (sec) 4 2 4 3 Phase Time (sec) 2 22 24 16 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 5...1354 www.sidrasolutions.com 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

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) 12 11 25 37 Yellow Time (sec) 3 3 3 3 All-Red Time (sec) 4 2 4 3 Phase Time (sec) 19 16 32 43 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 5...1354 www.sidrasolutions.com 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

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) 13 17 17 1 Yellow Time (sec) 3 3 3 3 All-Red Time (sec) 4 2 4 3 Phase Time (sec) 2 22 24 16 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 5...1354 www.sidrasolutions.com 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

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) 12 11 25 37 Yellow Time (sec) 3 3 3 3 All-Red Time (sec) 4 2 4 3 Phase Time (sec) 19 16 32 43 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 5...1354 www.sidrasolutions.com 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

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) 54 26 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 5...1354 www.sidrasolutions.com 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

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) 74 26 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 5...1354 www.sidrasolutions.com 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

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) 54 26 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 5...1354 www.sidrasolutions.com 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

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) 74 26 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 5...1354 www.sidrasolutions.com 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

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) 54 26 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 5...1354 www.sidrasolutions.com 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

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) 54 26 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 5...1354 www.sidrasolutions.com 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

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) 74 26 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 5...1354 www.sidrasolutions.com 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

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) 8 18 8 32 Yellow Time (sec) 3 3 3 3 All-Red Time (sec) 3 3 3 3 Phase Time (sec) 14 24 14 38 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 5...1354 www.sidrasolutions.com 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

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) 11 24 11 2 Yellow Time (sec) 3 3 3 3 All-Red Time (sec) 3 3 3 3 Phase Time (sec) 17 3 17 26 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 5...1354 www.sidrasolutions.com 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

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) 8 18 8 32 Yellow Time (sec) 3 3 3 3 All-Red Time (sec) 3 3 3 3 Phase Time (sec) 14 24 14 38 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 5...1354 www.sidrasolutions.com 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

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) 11 24 11 2 Yellow Time (sec) 3 3 3 3 All-Red Time (sec) 3 3 3 3 Phase Time (sec) 17 3 17 26 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 5...1354 www.sidrasolutions.com 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

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) 8 18 8 32 Yellow Time (sec) 3 3 3 3 All-Red Time (sec) 3 3 3 3 Phase Time (sec) 14 24 14 38 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 11:32:55 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION 5...1354 www.sidrasolutions.com 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

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) 11 24 11 2 Yellow Time (sec) 3 3 3 3 All-Red Time (sec) 3 3 3 3 Phase Time (sec) 17 3 17 26 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 5...1354 www.sidrasolutions.com 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

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) 8 18 8 32 Yellow Time (sec) 3 3 3 3 All-Red Time (sec) 3 3 3 3 Phase Time (sec) 14 24 14 38 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 5...1354 www.sidrasolutions.com 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

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) 11 24 11 2 Yellow Time (sec) 3 3 3 3 All-Red Time (sec) 3 3 3 3 Phase Time (sec) 17 3 17 26 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 5...1354 www.sidrasolutions.com 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

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) 22 32 18 Yellow Time (sec) 4 4 4 All-Red Time (sec) 2 2 2 Phase Time (sec) 28 38 24 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 219 11:31:8 AM Copyright 2-21 Akcelik & Associates Pty Ltd SIDRA INTERSECTION 5...1354 www.sidrasolutions.com 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

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) 11 23 18 Yellow Time (sec) 4 4 4 All-Red Time (sec) 2 2 2 Phase Time (sec) 17 29 24 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 5...1354 www.sidrasolutions.com 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

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) 22 32 18 Yellow Time (sec) 4 4 4 All-Red Time (sec) 2 2 2 Phase Time (sec) 28 38 24 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 5...1354 www.sidrasolutions.com 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

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) 11 23 18 Yellow Time (sec) 4 4 4 All-Red Time (sec) 2 2 2 Phase Time (sec) 17 29 24 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 5...1354 www.sidrasolutions.com 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

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) 22 32 18 Yellow Time (sec) 4 4 4 All-Red Time (sec) 2 2 2 Phase Time (sec) 28 38 24 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 5...1354 www.sidrasolutions.com 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

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) 11 23 18 Yellow Time (sec) 4 4 4 All-Red Time (sec) 2 2 2 Phase Time (sec) 17 29 24 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 5...1354 www.sidrasolutions.com 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

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) 22 32 18 Yellow Time (sec) 4 4 4 All-Red Time (sec) 2 2 2 Phase Time (sec) 28 38 24 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 5...1354 www.sidrasolutions.com 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

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) 11 23 18 Yellow Time (sec) 4 4 4 All-Red Time (sec) 2 2 2 Phase Time (sec) 17 29 24 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 5...1354 www.sidrasolutions.com 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

ANNEXURE G LINE OF SIGHT

5456. Sight 2. 4. 6. 8. 1. 12. 7 ROOIHUISKRAAL ROAD 7 4 5 6 2 3 X 28681 X 28681 1 3 4 Peg Distance (m) 152. 15. 1498. 1496. 1494. 1492. 149. 1488. DATUM : 1486. Ground Level (m) (@GLO) SIGHT DISTANCE Level (m) Depth (m) (@GLO) 1.3 1.35 1.42 1.46 1.48 1.45 1.42 1.37 1.29 1.19 149.21 149.53 149.86 1491.19 1491.52 1491.85 1492.18 1492.51 1492.83 1493.16 1488.91 1489.18 1489.45 1489.73 149.4 149.4 149.76 1491.14 1491.55 1491.98 1 2 3 4 5 6 7 8 9 SIGHT LONGITUDINAL SECTION SCALE HOR 1:1 VER 1:1 VERTICAL ALIGNMENT DATA Peg dist. Elev. BVc EVc CL Grade(%). 149.25... 3.286 33. 151.5 33. 33.. -1.417 51. 1498.5 51. 51.. -5.85 583.894 1494.742 583.894 583.894.. Y 87 4881 489 Y 869 Y 868 48. 5. 52. 54. 56. 58. ROOIHUISKRAAL ROAD 4772 4771 4765 4766 4764 4763 4895 4894 4879 488 4893 4892 4891 4864 4863 4861 4862 254/389 477 4769 4768 4767 476 4762 4761 4759 4757 4758 4754 4755 4756 4753 4752 4751 4747 4748 475 4749 4746 4745 4744 4736 4742 4743 4738 4737 4735 474 4739 4734 14. 16. 18. 2. 22. 24. 26. 28. 3. 32. 34. 36. 38. 4. 42. 44. 46. 4741 RECEPTION AREA STORE & C/R AREA 1.8.97.78.69.65.62.78 1.17 1.51 1.16.77.65.52.4.29.26.26.27.33.42.54.7.87 1.5.82.62.44.3.19.12.8.8.11.17.26.37.52.67.83.98 1.14 1.3 1.1.89 1493.49 1493.82 1494.15 1494.48 1494.81 1495.13 1495.46 1495.79 1496.12 1496.45 1496.78 1497.11 1497.44 1497.76 1498.9 1498.42 1498.75 1499.8 1499.41 1499.74 15.6 15.39 15.72 151.5 15.91 15.77 15.63 15.48 15.34 15.2 15.6 1499.92 1499.78 1499.63 1499.49 1499.35 1499.21 1499.7 1498.93 1498.78 1498.64 1498.5 1497.99 1497.48 1492.41 1492.85 1493.37 1493.79 1494.16 1494.52 1494.68 1494.62 1494.61 1495.29 1496.1 1496.46 1496.91 1497.36 1497.81 1498.16 1498.48 1498.81 1499.8 1499.31 1499.53 1499.69 1499.86 15. 15.8 15.14 15.18 15.18 15.15 15.8 1499.98 1499.84 1499.67 1499.47 1499.24 1498.98 1498.69 1498.4 1498.9 1497.8 1497.5 1497.2 1496.89 1496.59 1 11 12 13 14 15 16 17 18 19 2 21 22 23 24 25 26 27 28 29 3 31 32 33 34 35 36 37 38 39 4 41 42 43 44 45 46 47 48 49 5 51 52 53 CH = 33 VPI=151.5 CH = 51 VPI=1498.5 LINE OF SIGHT NATURAL GROUND LEVEL High 487 486 4733.69 1496.97 1496.28 54 4839 48 4828 4827 482 488 485 48 4732 4.52.35 1496.47 1495.96 1495.95 1495.61 55 56.19 1495.45 1495.26 57.5 1494.74 1494.94 1494.74 1494.89 58 583.89 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 287111 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. C2562-28-1 SHEET NO: REVISION

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