part 6: implementation 2008sacitiesnetwork.co.za/wp-content/uploads/2014/08/... · part 6:...

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PART 6: IMPLEMENTATION 2008

(8.3%) gradient.

� Ramp rises should be stepped at ≤400mm intervals.

� Stairs to be implemented according to National Building Regulations (SABS 1900)

� Public stairs ≥1.5m width, minimum of 3 steps, non-slip materials with -2% gradients for drainage.

Bicycle Ramps and Storage

� Bicycle ramps to be provided adjacent to all stairs ≤1:2 (50%) gradient.

� Locate bicycle storage and parking adjacent to major destinations i.e. BRT stations, GRRL station, employment-, retail- and entertainment centres.

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Table 22: Class 3 Descriptions and Guidelines

Description Sandton application

Characteristics Design elements

Class 3/ Mobility Road

� Minor arterial road / collector road serving as internal vehicular circulation road within the precinct.

� These roads have a greater balance between mobility and access.

� The roads serve the internal circulation of the precinct as well as the relatively few trips wishing to travel through the precinct, as opposed to traveling around the precinct on the Class 2 Arterial Routes.

� Graystone Drive

� Katherine Drive

Speed: 60 km/h

Vehicle volumes: 1750 – 5000 veh/hr

Geometry: Primarily single carriageway

roads but dual carriageway class 3 roads

are not uncommon

Turning Radii: > 4.2m < 10m

Level of Access :LOA 3 – LOA 6 (Balance Between mobility and access – interrupted flow)

PEDESTRIANS

Mid Block Pedestrian Crossings

Signal Layout :

� Provide signalized mid-block crossings along Class 3 routes with S11 signal heads and pedestrian demand push-buttons.

� Audible signals to be implemented for sight impaired road users.

� RTM 4 pedestrian crossing lines to be implemented (minimum width 2.3m / desirable width 5m)

� Signal heads to be placed 3m from RTM1 stop line.

� W306 signs to be provided leading up to mid-block crossings.

Road Lighting :

� Street lighting to be provided as per NDoT Pedestrian Guideline Standard.

Kerb Transitions:

� Kerb ramps must be implemented at all crossing points to accommodate for wheelchair users and sight impaired pedestrians.

Intersection Crossings:

Pedestrian Signal Applications:

� Three types of pedestrian signal applications are recommended for precinct intersections:

� Standard Pedestrian Phase

� Scramble Pedestrian Phase

� Early Start Pedestrian Phase

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Intersection and Signal Layout :

� Provide signalized pedestrian crossings at all Class 3 route intersections with S11 signal heads and pedestrian demand push-buttons.

� Audible signals to be implemented for sight impaired road users.


� Interlocking pavers or coloured asphalt is recommended at Class 2 junctions serving as gateways to the precinct (indicates higher pedestrian volumes and entrance to the precincts).

� Staged crossings should be considered. Minimum median width for staged crossings 2m.

Road Lighting :


Application Areas:

� Road intersection between Class 3 roads and any other road class (Generally Class 3 or 4)

� NB: Provide pedestrian crossings on left-slip lanes where high vehicle speeds conflict with pedestrian crossings.

Pedestrian and Cycle Ways:

Layout and Geometry :

� Walkways and cycle to be provided adjacent to all Class 3 Roads (these facilities should always be separated from the roadway itself by means of a buffer strip minimum 1.0m / desirable 3m).

� Walkway and cycle way also separated because of speed differential of modes (Barrier Kerb 0.3m).

� All existing lateral obstructions should be removed from the walkway / cycle way area.

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Design Dimensions

Walkway (Refer to B) Cycle way (Refer to B)

� Gradient ≤5% � Gradient ≤5%

� Minimum Width 1.2m


� Desirable width 1.8m


� Lateral clearance ≥0.1m


� Height clearance ≥2.1m

� Height clearance ≥2.1m

� Buffer strip 0.6m � Buffer strip 0.6m

Parking:

Geometry and Layout

� Parking standards are to be applied in accordance with the National Department of Transport Parking Standards (2nd Edition), 1985.

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Table 23: Class 4&5 Descriptions & Guidelines

Description Sandton application

Characteristics Design elements

Class 4 and 5 / Residential streets

� Residential collector / access roads serving properties within the node.

� These roads are mainly utilised as access routes with little mobility.

� Fredman

� Maude

� Gwen

� Bute

� Norwich Close

� Protea Place

� Sandown Valley

� Alice

Speed: 60 km/h

Vehicle volumes: 500 – 1500 veh/hr

Geometry: Primarily single carriageway roads

Turning Radii:> 4.2m < 10m

Level of Access: LOA 7 – LOA 8

Parking: On-street acceptable

Surfacing:

Road surfacing materials may vary from standard asphalt surfaces. Alternative surfacing should be standard at intersections and at mid-block pedestrian crossings.

PEDESTRIANS

Priority Mid-Block Pedestrian Crossings

Yield Layout :

� Provide yield mid-block crossings along Class 4/5 routes.

� RTM 4 pedestrian crossing lines to be implemented (minimum width 2.4m/ desirable 5m width)

� No overtaking line RM1 from 9m minimum / 16m preferred.

� RTM2 road signage with yield sign WM5

� RTM2 to be placed 3m minimum – 6m from block pedestrian crossing (RTM4).

� Option to provide raised block pedestrian crossing to serve as further speed reduction tool.

Road Lighting


Kerb Transitions:

� Kerb ramps must be implemented at all crossing points to accommodate for wheelchair users and sight impaired pedestrians

Intersection Crossings:

Roundabout Intersection Pedestrian Crossing:

� RTM 4 pedestrian crossings to be implemented (minimum width 1.5m / desirable width 3m)

� RTM 2 with WM5 yield road signage on both sides of the pedestrian crossing. Therefore vehicle will yield for pedestrians before entering the circle, then vehicles upon entering the circle, again yielding before exiting the desired road.

� Shared pedestrian and cycle lanes provided adjacent to road with

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signage R113

� W201 Roundabout sign

� Provide barrier kerbing.

� Option to provide raised roundabout intersection to further reduce vehicular speed.

Staged Intersection Crossing:


� Interlocking pavers or colored asphalt is recommended at Class 4/5 junctions serving as gateways to a residential road.

� Staged crossings should be considered. Minimum median width for staged crossings 2m.

� Raised pedestrian crossing can be considered.

Pedestrian and Cycle Ways:

Layout and Geometry :

� Walkways to be provided adjacent to all Class 4/5 Roads with cycle ways provided within roadway separated by paint marking.

� Walkway and cycle way also separated because of speed differential of modes (Barrier Kerb 0.3m).

� All existing lateral obstructions should be removed from the walkway / cycle way area.

Design Dimensions

Walkway (Refer to B) Cycle way (Refer to B)

� Gradient ≤5% � Gradient ≤5%







� Height clearance

� Height clearance

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≥2.1m ≥2.1m

� Buffer strip 0.6m � Buffer strip 0.6m

Parking:

Geometry and Layout

� Parking standards are to be applied in accordance with the National Department of Transport Parking Standards (2nd Edition), 1985.

Application Areas

� On-street parking should primarily be provided along Class 4 and 5 routes.

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2. Interventions

The proposed interventions (Refer to Figure 77 below) for the Sandton UDF area are put forth in Table 25 below.

Figure 77: Proposed Interventions

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Table 25: Interventions

Intervention S

(1-2)

M

(3-5)

L

(6-10)

Responsibility

(Although only City departments and units are mentioned below to facilitate implementation, effort should be made to include all relevant stakeholders in implementation efforts e.g. the SCMD)

Transportation Interventions:

New pedestrian linkages: To encourage filtering throughout Sandton, block sizes need to be reduced, making the blocks more walkable and exposing more edges to the street network in order to maximise the potential for multiple trip journeys. These new linkages should be incorporated with any new developments to ensure that Sandton becomes more walkable.

Development Planning and Facilitation, Transportation Planning and Johannesburg Roads Agency

Investigate the existing Mini-Bus Taxi Rank/Informal Stops: The Taxi-Rank and informal Mini-Bus Taxi stops must be investigated to determine whether another formalized Taxi Rank is required and where it should or can be located.

Transportation Planning and Johannesburg Roads Agency

Intersections must be upgraded: New traffic control measures like ITS and SCOOT should be introduced at conflict intersections to combat traffic congestion and enhance traffic flow. Furthermore, these intersections should allow for pedestrians to cross safely These intersections include Grayston & Katherine, Grayston & Rivonia, Rivonia & West, Katherine & West, Rivonia & Sandton, Katherine & Linden, Fifth & Rivonia, Fifth & Grayston, West & Grayston, and Pretoria & Grayston.


A Roads Master Plan and Transport Model : A roads master plan has to be formulated for the area.


TDM and transport policy: Investigate and recommend appropriate TDM measures as well as the appropriateness of the proposed Travel Plan.


Rivonia Road: a detailed plan for the design of the whole of Rivonia Road should be done to address upgrading and design issues as part of the BRT initiative.

Development Planning and Facilitation

The intersections of Rivonia and West/Fifth

Streets are important for the creation of a better pedestrian environment that ought to support the public transport initiatives, Gautrain and BRT.

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The adjacent conceptual sketch illustrates some of the principles that should influence the development at the intersections.

The Rivonia Road and West Street intersection is especially important in terms of the location of the Gautrain station.

West Street: Complete an upgrade and design exercise for West Street to make it more pedestrian friendly. The focus should be on West Street between the Rivonia Road intersection and the intersection with Maude Street. The conceptual sketch below illustrates some of the principles.

Development Planning and Facilitation, Transportation Planning and Johannesburg Roads Agency

West

Stella

Interface with the intersection

and provision for pedestrian

movement and access is

important for gateway

buildings.

Sidewalks and landscaping ought

to create a positive walking

experience, not only along but

also across roads and streets

The Rivonia/West intersection

should be planned carefully

taking into account:

• Crossing of Rivonia

• Integration of the BRT

and Gautrain stations

• Legibility from west to

east

• Signage

• Interface between

buildings and pedestrian

ways

• Type of uses at ground

level should promote a fine

Rivonia

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