Project:Safety and Operations Study of Durban Container Terminal Pier 2
Quick Wins Report
Reference:109616
Prepared for: TPT
Revision:03
18 March 2014
Project109616File Quick+Wins+Report-Rev03.docx18 March 2014 Revision 03
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Document control
Report Title Quick Wins Report
Document ID Project Number 109616
File Path P:\Projects\109616 ITS Road & Safety Study Dbn Terminal\Project Delivery\6 REP\Quick Wins Report.docx
Client TPT Client Contact Sifiso Mavuso
Rev Date Revision Details/Status Prepared by Author Verifier Approver
01 25 October 2013 Submission to Client A Stevenson N Lubout M van Tonder
02 05 March 2014 Re-submission to Client A Stevenson A Stevenson
M van Tonder
03 18 March 2014 Final Submission to Client
Current Revision 03
Approval
Author Signature Approver Signature
Name Ashley Stevenson Name Mike van Tonder
Title Transport Engineer Title Technical Director
Project 109616File Quick+Wins+Report-Rev03.docx18 March 2014 Revision 03Page 1
Contents 1. Introduction 1
2. Quick Wins 2
2.1 Formalisation of Seafarer Entrance to Staging 2
2.2 Development of Truck Driver Database and Driver Induction 3
2.3 Amend Conditions of Trade Document – Addition of Addendum 4
2.4 Enforcement 5
2.5 Pre-A Check 7
2.6 A Check 8
2.7 Staging Area 9
2.8 Breede Road Security Check, Guard Pedestal and Crash Protection 10
2.9 Interchange Zones 13
2.10 Internal Roundabout Improvements 14
2.11 Other General Improvements 14
3. Summary of Costs and Professional Fees 15
Index of Figures
Figure 1: Current A Check Ticket 8
Figure 2 Anti-terrorism barrier type examples 9
Figure 3: Breede Road Security Check 11
Figure 4: Breede Road Signalised Intersection Layout and Peak Volumes 12
Figure 5: Breede Road Signalised Intersection Phasing Summary 12
Figure 6: Breede Road Signalised Intersection Movement Summary 13
1. Introduction
Aurecon were commissioned by Transnet Port Terminals (TPT) in May 2013 to undertake the Traffic
Impact Study for the Durban RO-RO Terminal and the Durban Container Terminal (DCT). Shortly
after the commencement of this commission a number of major safety incidents occurred on site
involving private trucks, one of which resulted in the death of a TPT worker. These events triggered
the need for a safety and operations review of the private truck processing at the DCT.
Aurecon undertook a site visit of the DCT to observe the current operations and gathered data from
the safety division of TPT. These observations and data were then used to identify the key issues that
lead to the safety incidents and congestion on the local road network. These were:
Key Site Observations:
Limited enforcement of rules
No driver accountability due to drivers not being linked to the truck
High levels of driver/truck interactions
Drivers lack of respect for TPT workers, rules and procedures
Drivers are not inducted by TPT safety
Reversing movements at interchange zones (ITZ) cause delay and damage to TPT assets
Limited physical controls of trucks (ie, signage, barrier systems etc)
Key Safety Issues:
Reversing collisions
Boom Gate collisions
Over height collisions
Unsafe practices at ITZ areas
TPT worker (pedestrian) fatality
High Speed truck crash
Following the collation and analysis of this data Aurecon presented “Quick Wins” and “Long Term
Solutions” to TPT in a workshop. Feedback was gathered from this workshop and these solutions
have since been refined as follows:
Quick Wins
Seafarer Road Entry Formalisation
Development of Truck Driver Database and Driver Induction
Amend Conditions of Trade Document – Addition of Addendum
Enforcement
Pre-A Check
A Check
Staging Area
Breede Road Security Check Guard Pedestal and Crash Protection
Interchange Zones
Other General Improvements
Long Term Solutions
Compulsory Booking System
Satellite Tags
Staging Area to Breede Road Additional Lane
Consolidate security check with Camco and M-Gate
Off Site Staging – Freight Holding Area Study (eThekwini Municipality)
SARS to move out of Terminal area
Aurecon recommended that TPT seek to further develop and implement the “Quick Wins” identified in
the short term to see the maximum benefit and improvement to safety and efficient operations of the
DCT. It was also recommended that the long term solutions be developed further alongside other long
term developments of the DCT to ensure a fully integrated and safe container terminal is created.
This report details the quick wins and the estimated costs associated with the implementation of each
solution. These estimates will enable TPT to prioritize the solutions for implementation based on
financial outlay and benefit associated with each.
Background information and methodology for the development of these “Quick Wins” can be found in
the Recommendations Report Rev 02 dated 17 September 2013.
2. Quick Wins
Many issues have been identified through the site visit and subsequent data and information review
and workshops with TPT. The following suggestions for improvements cover the issues identified
above and could be implemented in the short term. The costs presented in this report are high level
cost estimates.
2.1 Formalisation of Seafarer Entrance to Staging
2.1.1 Purpose
Seafarer Road has been converted to two lane one way approximately 150m before the entrance to
the staging area. The purpose of formalising this two lane entrance is to improve the safety of
Transnet workers and to provide a gated system which allows TPT to approve or deny access into
their site. This will reduce the amount of truck congestion in the area and make Pre A Check more
efficient.
2.1.2 Actions
The actions required to undertake the formalising of the existing entrance on Seafarer Road are as
follows:
Schematic shown in Drawing 109616/LAY/013 in Appendix A
Assessment of current pavement condition and make any repairs needed although not
anticipated
Road Marking
Signposting
Kerbing
Drainage improvements (pooling of water witnessed on site near Sharkmesher Road
intersection)
2.1.3 Responsible Parties
TPT is the responsible party to undertake the above actions.
2.1.4 Cost Estimate
It has been estimated that the cost of this conversion (including a pavement overlay) will be around
R374 000,00 excluding VAT. This would need to be confirmed by undertaking a pavement condition
survey to ascertain the repairs or strengthening required.
2.2 Development of Truck Driver Database and Driver Induction
2.2.1 Purpose
Currently there is no system in place to identify the drivers of private trucks which creates problems in
enforcement of terminal rules, further to this, drivers are not inducted in the TPT mandatory safety
induction system making them the only personnel that operate within the terminal without induction.
The purpose of the driver database and driver induction is to ensure the identity of the drivers entering
the terminal is known to TPT and they are educated about the rules and processes they have to follow
within the terminal. This will create a better educated driver base and ensure that any enforcement
that needs to be carried out by TPT is done against the correct driver of the truck at the time of the
incident.
2.2.2 Actions
A driver database is to be developed that integrates with the existing NAVIS system and identifies
the following fields:
Name John Smith
Nationality South African
Licence Number ########
Employer XYZ Shipping
Mobile Number +27 ## ### ###
Demerit Balance ##
Fingerprint
Database will be developed for all Transnet ports, similar to the existing truck database. This can
then be used to monitor excessive driving hours, infringements at other ports etc.
Development of a set of Terms of Terminal Use for container truck drivers that include road safety
and terminal use rules and offences that will result in a formal warning or infringement notice and
accompanying demerit points.
A driver safety induction is to be developed and registration of drivers in the database is to be
undertaken at the induction (ie. no induction, no registration, no access past Pre-A Check)
All drivers are to be inducted including recording of their finger prints in a biometric system
that can be linked into NAVIS and are required to sign that they have read the Terms of
Terminal Use and understand the warning, demerit and suspension process.
Drivers mobile numbers can be included in this database however there it is noted that drivers
do not tend to hold a mobile number consistently so this may prove problematic.
A facility for the inductions is to be developed with adequate seating and presentation equipment.
This could be located in the existing staging area help centre / control room. Truck parking for
inductees can be provided in the staging area in the initial rush of inductions then reduced
permanent truck parking area provided once most are inducted. While the staging area is used for
inductee parking delineated pathways and additional safety staff are to be provided to ensure
drivers are safe when walking from truck to the induction centre.
2.2.3 Responsible Parties
The responsibility for the development and implementation of this system is TPT through NAVIS,
however, it also requires cooperation from the Trucking Companies and their drivers.
2.2.4 Cost Estimate
It has been estimated that the cost of this including the following:
A new training building that will also contain the database
Development of the new driver database
Integration with Navis
Development of training material
Training personnel to train the drivers and manage the database
Fingerprint and photographic equipment
will be approximately R2,8 Million exc VAT.
2.3 Amend Conditions of Trade Document – Addition of Addendum
2.3.1 Purpose
The Conditions of Trade Document for Container Terminals needs to be amended to detail the new
processing of trucks and the responsibilities of the Trucking Companies. This is to include information
detailing the requirements of their drivers and the system of enforcement of rules and regulations
within the Terminal area, including the penalties associated with infringements. This will ensure that
the Trucking Companies are aware of what is expected and will empower them to ensure their drivers
are obeying the rules.
2.3.2 Actions
An addendum to the Conditions of Trade for Container Terminals will be developed and include
the following information:
New clauses describing the new requirements and information
Driver database information requirements
Driver induction requirements
List violations and associated demerit points
Identify when a driver will be suspended from accessing the terminal after the maximum
number of infringements
Terms of Terminal Use for container truck drivers as described above
Trucking Companies will need to sign their agreement to these new terms
2.3.3 Responsible Parties
The responsible party for the development and implementation of the above will be TPT, however,
Truck Companies will also need to read and sign the addendum to continue their trade within the
terminal.
2.3.4 Cost Estimate
The costs associated with the development of this addendum has been estimated at R275 000,00 if it
is done by Aurecon.
2.4 Enforcement
2.4.1 Purpose
Currently no formal enforcement practices are undertaken within the Terminal. If a driver commits an
offence, has an un-roadworthy truck or breaks down, a TPT worker may call in to cancel the container
but there are no infringement notices issued or any action taken against the driver by TPT. This
current practice also relies on the incident being witnessed by a TPT worker with the authority to order
a container cancellation. When a driver commits a driving or safety offence TPT notifies the trucking
company to discipline their driver. This means there is no guarantee that a driver is disciplined at all.
The development of an enforcement policy will empower TPT to enforce their rules on drivers and the
Trucking Companies they work for and hand out infringement notices with disciplinary action. This will
ensure that all personnel within the terminal are acting responsibly and safely.
2.4.2 Actions
The Terms of Terminal Use and Conditions of Trade that each driver and company will sign is to
identify the enforcement power of TPT to enforce the set of rules for driver behaviour and the
implications associated with non-conformance to these rules.
TPT is to train their staff to identify and report infringements
CCTV footage will be used to identify infringements
Numberplate recognition, speed monitoring and other ITS applications will be installed to aid in the
enforcement and fine issuing. Recommended locations for these and CCTV are identified on
109616/LAY/010 in Appendix A.
Demerit points will be issued based on the infringement committed
Suspension of drivers will be enforced once a maximum number of demerit points are
accumulated
Construction of a Control Room to monitor and operate the new ITS system for the private truck
process at Pier 2 (entry to exit). A brief Owner Requirement Specification is below:
Elevated observation floor to oversee staging area with floor to ceiling windows
Desks for 4 operators and 1 supervisor
LAN
Electricity
UPS
Generator
CCTV
Printers
5 x PCs with double screens
Switches
Radios & Antennas
Biometric Access
Internet + Backup
Large Screens
Rack + Server Room
Raised platform
Raised floor
VGA Switches
DSTV
Telephones
Furniture
Canteen
Meeting Room
Restroom
Ablution
Standard Operating Procedures
Operational Plan
Software:
CCTV
Tasks/Initiatives
Call taking, Incident Management
ITS
Lift to provide equitable access (optional)
Staff:
supervisor
shift system
operators
training
It is not anticipated that an EIA will be required for the site of the Control Room. It is however,
located in an estuary area according to the eThekwini Estuary Management Plan however it is not
according to the eThekwini Spatial Development Framework. Due to this an application according
to GN 546 is required and the Department of Environmental Affairs will then take a decision as to
whether an EIA is required for the site.
Drawings showing the recommended locations of ITS items and their descriptions can be found in
Appendix A (Drawings 109616/LAY/010 and 011). The control room layout and elevations can be
found in 109616-DET-001.
2.4.3 Responsible Parties
The responsible parties for the enforcement of Terminal rules will be TPT and if necessary the Metro
Police (in extreme circumstances). It is also important to note that the roads on approach to the
Terminal (namely Bayhead and Langeberg Road) are public roads and as such Transnet will not have
enforcement rights over them. If a traffic infringement is committed on these roads it is the
responsibility of the Metro Police to enforce and issue infringement notices/fines. For instance while
TPT are able to refuse entry to the Terminal area for drivers who fail a breathalyser test it is not ethical
to turn the driver onto a public road where he/she may cause harm to the public. A system of
communication between TPT enforcement and Metro Police must be set up to handle such cases.
This system can also be used to assist the Metro Police to catch and fine drivers committing traffic
offences along the nearby roads surveyed by TPT, thus enhancing the safety of the general area.
2.4.4 Cost Estimate
This is the biggest component of the project as it contains the following elements required to enforce
the new system:
Road Blockers
CCTV Cameras
Numberplate Recognition
Variable Message Signs
Gantries for the Signs
Boom gates
Kerb Barriers
New Jersey Barriers
Cabling
A new Control Room Complete
Over Height Detection
Weigh in Motion
Speed Monitoring Equipment
Video Management System
Based on the conceptual design it has been estimated that this will amount to R15,75 Million exc VAT,
however, the final amount will depend on the detail design and then it can be tailored to suit a given
budget as well.
2.5 Pre-A Check
2.5.1 Purpose
Currently the Pre-A Check Point’s sole purpose is to breathalyse drivers before they enter Transnet
property. This is done by a TPT worker who stands on a pedestal with a hand held device. The
worker is in a very vulnerable position and the pedestal has no crash protection. The purpose of
improvements to this check point will be as follows:
Eliminate human intervention
Link truck, driver and breathalyser test data together.
Disallowing the entry of drivers who fail the breathalyser test, have been suspended due to
previous infringements, have not completed a safety induction or are driving an overweight
vehicle.
2.5.2 Actions
Build two electronic kiosks on Sharkmesher Road
Develop system and infrastructure for alcohol, fingerprint screening and RFID scan to eliminate
the human intervention at this location. This system will also link the registered driver to the
registered truck for the time they are within the Terminal area. If the driver then commits an
offence it can be recorded against the driver and the driver informed of the infringement and its
consequences. A schematic of this is shown in Appendix A.
A system for rejection of entry of a driver will utilise the following controls (as shown in Drawing
109616/LAY/004 in Appendix A):
Red light / green light and boom gate control
Minor geometry changes
Signage
Intercom to communicate with the Help Centre / Security
Over height detection will also be implemented at pre A-check and this information linked to the
truck to ensure the truck is not allowed in restricted height areas through the use of numberplate
recognition.
A holding area is to be provided for drivers who fail the breathalyser test to ensure they do not
drive back onto public roads causing a risk to other road users. This will need to be developed in
conjunction with Metro Police.
Access into the help desk area is also to be allowed for any trucks that swipe their RFID at Pre A
Check but are not registered in the system etc.
Weigh In Motion scales are to be installed at A Check to ensure trucks carrying overweight
containers are not allowed into the terminal area.
A check with the Nationals Traffic Information System (eNATIS) can also be done here to ensure
the vehicle roadworthy certificate is up to date. However, consideration will have to be given on
how to deal with international vehicles not registered in eNATIS.
2.5.3 Responsible Parties
TPT will be responsible for the construction of physical changes and implementation of ITS solutions,
however, the Metro Police will need involvement in the development of a holding area for drivers who
fail the breathalyser.
2.5.4 Cost Estimate
The cost of implementing this new access control system has been estimated at approximately R1,6
Million exc VAT.
2.6 A Check
2.6.1 Purpose
Currently the A Check gate’s purpose is to allocate a truck to the appropriate interchange zone. The
truck driver scans his RFID card and receives a ticket showing the ITZ he is to go to. An example of
which is shown below in Figure 1. The purpose of improvements to the A Check Point is to improve
the efficiency of the A Check process and to give additional information and guidance to drivers for
their staging lane allocation eliminating the need for TPT staff to direct trucks in the staging area.
Figure 1: Current A Check Ticket
2.6.2 Actions
A Check staff will issue a ticket identifying the ITZ and container allocation as well as staging lane
the driver is to proceed to. A paperless system could be deployed however it is noted that some
drivers use the A Check slip as proof of delivery etc.
A Check staff will also perform a PPE check and issue an infringement if correct PPE is not worn.
If driver does not have the correct PPE in his possession he will not be allocated a lane and will be
directed to the Help Center for further action.
2.6.3 Responsible Parties
TPT will be responsible for the implementation of the ITS systems and training of staff to allow the
above actions to be carried out.
2.6.4 Cost Estimate
As advised by TPT the NAVIS system will not be used to undertake the above changes. The new
system for the driver database application will also handle the A Check lane allocation. NAVIS will
have to produce an electronic output of container and collector information into this new system. It is
anticipated that the lane allocation system will cost approximately R100 000 to develop and integrate
with NAVIS outputs.
2.7 Staging Area
2.7.1 Purpose
The current operations of the staging area are unsafe and this was proven when a TPT worker was hit
by a truck and killed in May 2013. The purpose of the improvements suggested for the staging area is
to eliminate the human/truck interaction so no workers are exposed to this risk in future. There are
many issues to consider when developing solutions for the staging area, some of which are listed
below:
When drivers are staged for a long period of time they may sleep or want to get out of their trucks
to use the toilet etc. When drivers sleep they are generally woken by TPT workers walking down
the staging lane. The movement of these pedestrians needs to be controlled or eliminated.
The drivers are directed to their staging lane by a TPT worker on foot, this unsafe practice needs
to be eliminated.
TPT workers stand at the staging lanes exit to notify trucks and direct them out of the staging
area, they occasionally have to walk down the lanes to move inattentive/sleeping drivers. This
process needs to be automated into an ITS solution and pedestrians eliminated.
Drivers currently get impatient in the staging area and will change lanes to one that is being
released before theirs (fatal incident occurred due to this practice). This practice needs to be
eliminated and infringements issued to any offenders.
2.7.2 Actions
Physical changes relating to the following can be seen in Drawing 109616/LAY/005 in AppendixA:
The staging lane entrance is to be controlled with either lighting or an automated boom gate
control to ensure trucks enter the correct lane. Consideration is to be given to the type of boom
gates used here due to the many recorded incidents of trucks hitting the existing boom gates.
Anti-terrorism vehicle barriers could be used to provide a much more resilient system to truck
collisions. Some barrier types are shown below
a) Avon RB780 Road Blocker b) Pro Barrier “Arrestor”
Figure 2 Anti-terrorism barrier type examples
Any drivers leaving their truck to use toilets will be required to walk down alongside the lane, not
across lanes, and will only be allowed to cross the staging entry and exit areas when traffic is
clear. It will also be required that drivers must be in their vehicles at least 5 minutes before their
lane is released in the case of the extended staging of their truck.
Warning lights, VMS and/or alarms will be used in staging lanes to inform drivers when the lane is
expected to be released. A warning may be given 15/10/5 minutes from release time to ensure all
drivers are alert and in their trucks. If trucks still do not move with this system in place (broken
down etc) a TPT staff member may use a golf cart (or similar) vehicle with warning light to drive
down the obstructed lane to attend to the issue, this will ensure that TPT workers are not walking
or running through the staging area when incidents such as this occur.
A PA system will be developed in order for TPT workers to notify drivers of their turn to leave the
staging area
Number plate recognition on the staging lane exit will identify a truck that changed lanes illegally
and can record the truck/driver combination with an offence and possibly disallow progression
from the staging area using the above barrier types.
Control of the staging area lanes exit will occur with boom gates that go down behind the last truck
in the lane. This will reduce the practice of drivers changing lanes to skip ahead of trucks that
arrived before them.
Each lane is to be monitored for capacity using lane sensors. This will allow the lane to be closed
when it is full and will disseminate this information through to A check for lane allocation to
entering trucks.
A control room is to be located within the staging area with links to the ITZ operations control. An
automated calling system is to be set up between the ITZ’s and staging areas that determine the
amount of trucks to be released at certain intervals based on capacity and demand at the ITZ’s.
This will be done through use of number plate recognition, parking sensors and an adaptive
algorithm applied in real time that operates on an initial truck calling plan. The adaptive algorithm
produces small, frequent changes in the calling plan parameters based on variables such as:
Number of trucks at ITZ
Number of trucks between Staging and ITZ
Number of ITZ bays in operation
Number of straddle carriers in operation
The system will also be able to be manually overridden by the control centres when random events
such as high winds or safety incidents etc occur on site.
2.7.3 Responsible Parties
The party responsible for the changes to the staging area is TPT.
2.7.4 Cost Estimate
It has been estimated that the cost of the above will be approximately R2,30 Million exc VAT, however
this can be refined in the detail design stage and can be tailored to suit a given budget.
2.8 Breede Road Security Check, Guard Pedestal and Crash Protection
2.8.1 Purpose
Under existing conditions the security guards at the Breede Road Security Check are very exposed to
potential injury. As shown below there is no protective structure to ensure their safety. In addition to
this, the continuous act of climbing up onto each truck is a safety risk. The purpose of constructing a
pedestal with crash protection is to provide a more efficient and thorough method of checking and
provide the security guards with adequate protection from the following risks:
Truck crash
Slips, trips and falls
Environmental elements (sun, heat, rain, hail etc)
The existing intersection of Breede Road and Langeberg Road is very dangerous. A high volume of
truck traffic coupled with opposing private vehicle movements into and out of Breede Road presents a
high crash risk at this location. The intersection geometry and existing line marking and signage is
also poor and requires major upgrading.
Figure 3: Breede Road Security Check
2.8.2 Actions
A layout of the following proposed infrastructure can be seen in Drawing 109616/LAY/006 in Appendix
A.
Construct a covered pedestal for the security guard to conduct inspections of each truck cab with
crash protection. If desired the pedestal can be extended to allow for the inspection of more than
one truck at a time. However, the narrow width of the rail overpass prior to the intersection could
restrict the length available to possibly two trucks. It is also not anticipated that extra efficiency
would be achieved through this due to the time it will take the security personnel to walk the length
of the truck.
A second biometrics scan could also be placed here to ensure the driver of the truck has not
changed.
No trucks are to be held back at Breede Rd check point if there are capacity constraints at the
ITZ’s. M Gate can be used to stage trucks as there is adequate space here. Once the capacity
issues have been resolved the trucks will be allowed to pass through M Gate.
Breede Road is to be signalised to control traffic flow.
An intersection analysis has been undertaken in SIDRA software to show the recommended
layout and operation of this intersection under signal control.
It is recommended that the truck staging road approach be operated with a push button within
the security pedestal. This button will be pressed by security personnel once a truck has been
checked and is ready for release. The green time on its phase in the cycle will only allow one
truck through at a time.
Traffic calming has also been included to ensure traffic, in particular, trucks are travelling at a safe
speed on approach to the intersection and the rail level crossing on Breede Road.
Figure 4: Breede Road Signalised Intersection Layout and Peak Volumes
Figure 5: Breede Road Signalised Intersection Phasing Summary
Figure 6: Breede Road Signalised Intersection Movement Summary
2.8.3 Responsible Parties
TPT is the party responsible for the construction of both the signalised intersection and security
pedestals.
2.8.4 Cost Estimate
It has been estimated that the cost of the above will be approximately R1,3 Million exc VAT.
2.9 Interchange Zones
2.9.1 Purpose
The current operations of the interchange zones present the following issues:
Reversing movements into bays is dangerous and time consuming. It was observed on site that
often drivers do not reverse in the first time, having to realign their truck a few times which wastes
time, blocks other trucks and causes accidents and driver frustration.
Drivers are not following procedure by scanning RFID’s before opening twist locks
Pedestrian / Truck interaction
Driver disputes developing from drivers parking in an incorrect bay, blocking it and slowing down
other drivers
The purpose of the suggested solutions is to create safer operations of the ITZ’s by eliminating the
reversing movement for trucks, reducing the pedestrian / truck interaction and eliminating the use of a
bay other than the one allocated to a driver.
2.9.2 Actions
A layout of the following recommendations can be seen in Drawing 109616/LAY/009 in Appendix A.
Number plate recognition is recommended for the bay to determine when the truck is in the bay
and if the truck is in the correct location.
The existing RFID scanning stations are to be upgraded to include an intercom facility so in case
of malfunction the RFID can be processed through the help centre rather than the driver choosing
to drive to another bay and blocking another truck. It is also suggested that once a truck is within
the bay there is a lag time before the RFID scanner will activate to allow the driver to scan. This
time lag will prompt the driver to unlock the twist locks before scanning to call the straddle carrier,
which should reduce the occurrence of straddle carriers picking up a container that is still locked to
the trailer.
TPT have also expressed a desire to implement a system that allows an empty truck to be
positioned next to a full truck in the ITZ to reduce straddle carrier trips. The development of a
system to enable this is possible, however the terminal currently operates on a “first come, first
served” basis and it is not envisioned that this would change. An adaptive algorithm could seek to
optimize the use of ITZ bays in this manner when there are sufficient empty and full trucks to
warrant it.
2.9.3 Responsible Parties
TPT is the party responsible for the implementation of the above solutions.
2.9.4 Cost Estimate
It has been estimated that the cost of upgrading all three interchange zones will be about R1,2 Million
exc VAT.
2.10 Internal Roundabout Improvements
2.10.1 Purpose
The existing roundabout layout within the DCT just after M-Gate requires improvements in order to
produce a safe and efficient road environment to all users. By making improvements to this location
the driver behaviour can be more controlled, speeds reduced and general safety improved.
2.10.2 Actions
The following suggested road layout amendments can be seen in Drawing 109616/LAY/008 in
Appendix A.
Amendment of geometry at the M Gate roundabout to a two lane roundabout. The lanes at M-
Gate will be allocated to the ITZ’s with 202 and 205 on the left hand side and 109 on the right. ITZ
202 and 205 traffic will be channeled straight past the roundabout as there is no need for them to
mix with other traffic at the roundabout. ITZ 109 and general traffic will use a single lane approach
to the roundabout.
An access to the north of the roundabout for access to TPT site vehicle parking will be
developed, allowing adequate space for cars to merge to the left hand lane.
2.10.3 Responsible Parties
TPT will be responsible for the construction of the above improvements.
2.10.4 Cost Estimate
It has been estimated that cost to upgrade the roundabout as described above will be approximately
R670 000,00 exc VAT.
2.11 Other General Improvements
A number of other general terminal operation improvement options are as follows:
Re-introduction of a permanent breakdown recovery system to remove vehicles obstructing
access and creating hazards.
Existing over height escort system to be improved i.e. hold trucks until escort is available.
These have not been costed as part of this exercise.
3. Summary of Costs and Professional Fees
A summary of the above costs and professional fees are given in the table below. It should be noted
however, that these are high level, order of magnitude costs based on a conceptual design and will
change during the detail design process (FEL3). The system is however flexible and modular by
design so that it can be implemented in its entirety, partially implemented or implemented in phases
over a period of time to fit a given budget flow.
Item Cost
Seafarer Road Access Formalisation ZAR 374,000
Permanent Building for Database and Induction ZAR 2,800,00
Enforcement of the new system (CCTV, ITS systems, barriers, control room etc) ZAR 15,745,000
Amendment to Trade Document for New System ZAR 275,000
Pre-A Check Automated Arrangement ZAR 1,582,000
Staging Area ZAR 2,282,000
Breede Road Security Check and Guard Pedestal ZAR 1,351,000
Interchange zones upgrades ZAR 1,163,000
Internal Roundabout Improvements ZAR 671,000
Sub-total Implementation Value ZAR 26,341,000
Professional Fees ZAR 2,634,100
Total Costs excl. VAT, Contingencies and Escalation ZAR 28,975,100
Appendix A Layouts
Aurecon South Africa (Pty) Ltd
1977/003711/07
3rd Floor Park Row Building School Road Pinetown 3610
PO Box 932 Pinetown 3600 South Africa
T +27 31 714 2500 F +27 31 702 0287 E [email protected] W aurecongroup.com
Aurecon offices are located in: Angola, Australia, Botswana, China, Ethiopia, Hong Kong, Indonesia, Lesotho, Libya, Malawi, Mozambique, Namibia, New Zealand, Nigeria, Philippines, Singapore, South Africa, Swaziland, Tanzania, Thailand, Uganda, United Arab Emirates, Vietnam.
LIGHTINGGANTRY
BOOM GATES
CONCRETEBARRIER
12
34
57
89
1011
1213
1415
1617
1819
2021
2223
2425
2627
2829
3031
3233
34
BOOM GATES
CONTROL ROOM
ITS ROAD AND SAFETY STUDYDURBAN TERMINAL
A3
109616PROJECT No.
SCALE SIZE
DRAWING No. REV
DATE
DRAWN DESIGNED
CHECKED
APPROVED
TITLE
PROJECT
REVISION DETAILSDATEREV APPROVED
CLIENT
PRIVATE TRUCK PROCESS STAGE 1 IMPROVEMENTS
4. STAGING AREA
109616/LAY/005 A
1:1000
PRELIMINARYNOT FOR CONSTRUCTIONN. LUBOUT A STEVENSON
D.BEKKER
A 28/08/13 FOR DISCUSSION D. BEKKER
00/00
/00
0
SCALE 1:1000
10 40m20
ITS ROAD AND SAFETY STUDYDURBAN TERMINAL
A3
109616PROJECT No.
SCALE SIZE
DRAWING No. REV
DATE
DRAWN DESIGNED
CHECKED
APPROVED
TITLE
PROJECT
REVISION DETAILSDATEREV APPROVED
CLIENT
BREEDE ROAD SECURITY CHECKGUARD PLINTH & CRASH PROTECTION
109616/LAY/006 A
1:1000
PRELIMINARYNOT FOR CONSTRUCTIONN. LUBOUT A STEVENSON
D. BEKKER
A 02/09/13 FOR DISSCUSION D. BEKKER
0
SCALE 1:1000
10 40m20
NOTES:SPACING BETWEEN SPEED TABLESCAN BE DETERMINED USING THEFOLLOWING FORMULA:
SPACING (m) = (MAX DESIRED SPEEDBETWEEN SPEED HUMPS (km/h) - 30)x 10
EXACT LOCATION OF SPEEDTABLES TO BE CONFIRMED ON SITE
205
202
109
ITS ROAD AND SAFETY STUDYDURBAN TERMINAL
A3
109616PROJECT No.
SCALE SIZE
DRAWING No. REV
DATE
DRAWN DESIGNED
CHECKED
APPROVED
TITLE
PROJECT
REVISION DETAILSDATEREV APPROVED
CLIENT
CONTAINER TERMINALPRIVATE TRUCK PROCESSSTAGE 1 IMPROVEMENTS
INTERNAL ROAD GEOMETRY
109616/lLAY/008 A
1:2000
PRELIMINARYNOT FOR CONSTRUCTIONN.LUBOUT A. STEVENSON
D. BEKKER
A 27/08/13 FOR DISCUSSION D. BEKKER
00/00
/00
0
SCALE 1:2000
20 40 80m
ITS ROAD AND SAFETY STUDYDURBAN TERMINAL
A3
109616PROJECT No.
SCALE SIZE
DRAWING No. REV
DATE
DRAWN DESIGNED
CHECKED
APPROVED
TITLE
PROJECT
REVISION DETAILSDATEREV APPROVED
CLIENT
9. INTERCHANGE ZONEGUIDANCE ROAD MARKINGS
109616/LAY/009 A
1:1000
PRELIMINARYNOT FOR CONSTRUCTIONN. LUBOUT A STEVENSON
D. BEKKER
A 23/08/13 FOR DISCUSSION D. BEKKER
00/00
/00
0
SCALE 1:1000
10 40m20
CLIENT
ITS ROAD AND SAFETY STUDYDURBAN TERMINAL
DATE
TITLE
REVISION DETAILSDATEREV APPROVED
CHECKED
APPROVED
PROJECTDRAWN DESIGNED
109616PROJECT No.
SCALE SIZE
DRAWING No. REV
A3DURBAN CONTAINER TERMINALITS LAYOUT
SHEET 1 OF 2 109616/LAY/010 A
NTS
PRELIMINARYNOT FOR CONSTRUCTIONN. LUBOUT A. STEVENSON
D. BEKKER
A 24/10/13 FOR DISCUSSION D. BEKKER
00/00
/00
CLIENT
ITS ROAD AND SAFETY STUDYDURBAN TERMINAL
DATE
TITLE
REVISION DETAILSDATEREV APPROVED
CHECKED
APPROVED
PROJECTDRAWN DESIGNED
109616PROJECT No.
SCALE SIZE
DRAWING No. REV
A3DURBAN CONTAINER TERMINALITS LAYOUT
SHEET 2 OF 2 109616/LAY/011 A
NTS
PRELIMINARYNOT FOR CONSTRUCTIONN. LUBOUT A. STEVENSON
D. BEKKER
A 24/10/13 FOR DISCUSSION D. BEKKER
00/00
/00
SHARKMESHER ROAD
1. PRE-A CHECKN.T.S
BIOMETRICS
INTERCOM
RFID SCANNER
BREATHALYSER
BOOM GATE1.5
2.5
BOOM GATE
SEAFARER ROAD
ITS ROAD AND SAFETY STUDYDURBAN TERMINAL
A3
109616PROJECT No.
SCALE SIZE
DRAWING No. REV
DATE
DRAWN DESIGNED
CHECKED
APPROVED
TITLE
PROJECT
REVISION DETAILSDATEREV APPROVED
CLIENT
PRIVATE TRUCK PROCESSSTAGE 1 IMPROVEMENTS
1. PRE- A CHECK SHORT TERM
109616/LAY/013 A
1:1000
PRELIMINARYNOT FOR CONSTRUCTIONN. LUBOUT A STEVENSON
D. BEKKER
A 26/08/13 FOR DISCUSSION D.BEKKER
00/00
/00
0
SCALE 1:1000
10 40m20