TRAFFIC IMPACT STUDY - gnec.co.za · TRAFFIC IMPACT STUDY FOR THE REZONING AND SUB-DIVISION OF FARM...

TRAFFIC IMPACT STUDY

FOR THE

REZONING AND SUB-DIVISION OF FARM 851 PORTION 9, PA ARL FOR THE PROPOSED PAARL HILLS DEVELOPMENT

OUR REF NO. 1600441

JUNE 2016

Head Office Durbanville, Western Cape

Tel: +27 21 975 1718

Fax: +27 21 976 8495

54 Oxford Street, Oxford Gate, Block C, Durbanville, 7550

PO Box 1142, Durbanville, 7551

June 2016 ii

DOCUMENT CONTROL SHEET

Compiled By:

…………………………... AnneBet Krige PrEng (Reg.No.20150161)

………………….. Date

Reviewed By:

………………………… Hugo Theron PrEng (Reg.No.20060205)

………………….. Date

Revision Description Date Issued Revision By:

DISTRIBUTION LIST

Name Company Email Tel

06 June 2016

06 June 2016

June 2016 iii

TRAFFIC IMPACT STATEMENT FOR THE REZONING AND SUB-DIVISION OF FARM 851 PORTION 9, PAARL FOR THE

PROPOSED PAARL HILLS DEVELOPMENT

CONTENTS

DESCRIPTION PAGE

1 INTRODUCTION 4

2 SITE LOCATION AND DESCRIPTION 4

3 EXISTING AND PROPOSED ACCESS 4

4 EXISTING TRAFFIC CONDITIONS 7

5 TRIP GENERATION 8

5.1 Religious Institution 8

5.2 Residential Component 8

5.3 Storage Units 8

5.4 Summary of Generated Trips 9

6 TRIP DISTRIBUTION 9

7 FUTURE TRAFFIC CONDITIONS 11

7.1 Background Traffic Volumes 11

7.2 Total Future Traffic Volumes 12

8 TRAFFIC IMPACT 12

8.1 Wemmershoek Road / Drakenstein Road 12

8.2 Drakenstein Road / Proposed Access 14

9 MITIGATION MEASURES 14

9.1 Wemmershoek Road / Drakenstein Road 14

9.1.1 Signalisation of the Wemmershoek Road / Drakenstein Road intersection 15

9.1.2 Wemmershoek Road / Drakenstein Road intersection Roundabout 16

9.1.3 Drakenstein Road / Proposed Access intersection 17

10 ON-SITE PARKING 18

10.1 Religious Institution 18

10.2 Storage Units 18

11 CONCLUSIONS 19

June 2016 4

Traffic Impact Statement for the Rezoning and Sub-Division of Farm 851 Portion 9, Paarl for the Proposed Paarl Hills Development

1 INTRODUCTION

Element Consulting Engineers (Pty) Ltd was appointed by Boabab Property Group (Pty) Ltd to conduct a Traffic Impact Study1 for the rezoning and sub-division of Farm 851 Portion 9, Paarl for the proposed Paarl Hills Development. This Traffic Impact Study will address the following:

• Site Location and Description of the Development • Existing and Proposed Access • Existing Traffic Conditions • Trip Generation • Trip Distribution • Future Traffic Conditions • Traffic Impact • Mitigation Measures • On-site Parking

2 SITE LOCATION AND DESCRIPTION

The site is located south of DR1110 (Drakenstein Road), approximately 750 m east of the intersection between DR1110 (Drakenstein Road) and MR201 (Wemmershoek Road). Refer to Appendix A for a locality plan. The proposed development will accommodate the following facilities:

• Religious Institution • Residential Units • Storage Units

Please refer to Appendix B for a copy of the latest Site Development Plan (SDP).

3 EXISTING AND PROPOSED ACCESS

There are currently two accesses to the subject property, located at approximately Km 3.9 (Existing Access 2) and Km 4.0 (Existing Access 1) as shown in Picture 1 below.

1 The DOT: Manual for Traffic Studies recommends that a Traffic Impact Study is prepared for a development that will generate more than 150 peak hour trips

June 2016 5


Picture 1: Location of Existing Access

The proposed access to the development will be approximately 140m west of Existing Access 1 and 230 m west of Existing Access 2. This is shown in Picture 2 below. The proposed development will only gain access at the proposed access and Existing Access 1 and Existing Access 2 will not be used to gain access and will be closed. DR1110 (Drakenstein Road) can be classified as a Class 3 Road (District Distributor) in a Semi-Rural Development Environment. According to the requirements set out in the Provincial Administration Western Cape: Road Access Guidelines an access spacing of 270 m is required. The proposed access will be located 425 m east and 305 m west of the adjacent intersections and is therefore acceptable.

N

June 2016 6


Picture 2: Location of Proposed Access

According to the SANRAL Geometric Design Guide Manual, the sight distances displayed in Table 1 are required for vehicles turning left or right from the minor road (Proposed Access) into the major road (Drakenstein Road).

Table 1: Shoulder Sight Distance required for vehic les turning into the major road

Design Vehicle Travel time (s) at design speed of

major road Design Speed

Sight distance required (m)

Passenger Car 7.5

90 188

100 208

110 229

Single-unit Truck

9.5

90 238

100 264

110 290

The road to either side of the proposed access is relatively flat and straight and these sight distances can easily be achieved as shown in Picture 3 below.

N

June 2016 7


Picture 3: Sight Distance to the left and right at the existing access point

4 EXISTING TRAFFIC CONDITIONS

A traffic count was conducted at the DR1110 (Drakenstein Road) and MR201 (Wemmershoek Road) intersection during the AM peak hour on Thursday, 10 March 2016. The weekday AM peak hour will be impacted the most by the development of the school and the residential component and will therefore be the critical peak hour that will be analysed. The AM peak hour was determined between 07h00 to 08h00. A summary of the traffic volumes during the AM peak hour is shown in Figure 1 below.

Figure 1: Existing AM Peak Hour Traffic Volumes

June 2016 8


5 TRIP GENERATION

The trip generation rate for each component of the development was obtained from TMH 17: South African Trip Data Manual.

5.1 Religious Institution

The proposed trip generation for the religious institution is summarised in Table 2 below. It is anticipated that the church will facilitate 1000 seats.

Table 2: Religious Institution Trip Generation

Land Use TMH 17

Code and Description

Units (Seats)

Peak Hour

Trip Generation

Rate

Split Total

In Out

Religious Institution

560: Places of Public Worship

1000

AM 0.05 55% 28 45% 23 50

PM 0.05 50% 25 50% 25 50

Sunday 0.65 55% 358 45% 293 650

5.2 Residential Component

The proposed trip generation for the residential component is summarised in Table 3 below. It is anticipated that the development will make provision for 48 single residential units and 40 group housing units.

Table 3: Residential Component Trip Generation

Land Use TMH 17

Code and Description

Units Peak Hour

Trip Generation

Rate

Split Total

In Out

Residential Component:

Single Residential

210: Single Dwelling

Units 80

AM 1 25% 20 75% 60 80

PM 1 70% 56 30% 24 80

Sunday 0.5 50% 20 50% 20 40

5.3 Storage Units

The proposed trip generation for the storage units is summarised in Table 4 below. According to the TMH 17: South African Trip Data Manual, the land use for the storage units can be classified as Mini-Warehousing which typically includes self-storage facilities for use by the public.

June 2016 9


Table 4 Storage Units: Trip Generation Rate

Land Use

TMH 17 Code and Descripti

on

Units Peak Hour

Trip Generation

Rate

Split Total

In Out

Storage Units

151: Mini-Warehousi

ng 396

AM 0.15 25% 15 75% 45 59

PM 0.15 70% 42 30% 18 59

Sunday 0.3 50% 59 50% 59 119

5.4 Summary of Generated Trips

The total amount of trips that will be generated by the proposed development is summarised in Table 5 below.

Table 5: Total Trips Generated

Peak Hour

Split Total

In Out

AM 62 127 189

PM 123 67 189

Sunday 437 372 809

The anticipated trips generated by the proposed development will have the most significant traffic impact during the weekday AM peak hour and the Sunday morning peak hour. Although the traffic generated during the Sunday peak hour is more (809 trips) than the traffic generated during the weekday AM peak hour (189 trips), it is anticipated that the road network will be impacted more during the weekday AM peak hour as the existing traffic volumes on the affected roads will be significantly higher during the weekdays than on a Sunday.

6 TRIP DISTRIBUTION

The generated trips will be distributed in accordance to the traffic patterns that was observed during the traffic count. This is illustrated in Picture 4 and Figure 2 below.

June 2016 10


Picture 4: Trip Distribution Percentages

Figure 2: Trip Distribution Volumes

N

June 2016 11


7 FUTURE TRAFFIC CONDITIONS

7.1 Background Traffic Volumes

It is expected that the proposed development of Farm 851 Portion 9 will be fully operational within 3 years (2019). In order to determine the background traffic volumes (the traffic volumes that will be present on the road when the proposed development is fully operational), the traffic growth expected for the road and the latent rights of other developments need to be considered. It is anticipated that the traffic growth on the affected roads will be directly proportional to the development of this area. Discussions with various role players indicated that the latent rights of the approved developments in this area will use up all of the spare capacity on MR201 (Wemmershoek Road) with its current cross section. However, it is expected that these developments will only develop in accordance to the economic growth and it is difficult to determine when the capacity on the road will in actual fact be fully used. It is also clear that the dualling of MR201 and an access management plan will be implemented in order to accommodate all the developments that is anticipated in this area. It should be noted that the developments that are planned in this area (especially to the east and west of MR201) are very large in size. Taking the above into consideration a growth rate factor of 3% is used to determine the future (2019) background traffic volumes. The future background (2019) traffic that the road network will experience without the proposed development is displayed in Figure 3.

Figure 3: Future Background (2019) Weekday AM Peak Hour Traffic Volumes

June 2016 12


7.2 Total Future Traffic Volumes

The total future traffic volumes which include the future background and development generated traffic volumes are displayed in Figure 4.

Figure 4 Total Future Weekday AM Peak Hour Traffic Volumes

8 TRAFFIC IMPACT

The traffic impact of the proposed development during the weekday AM peak hour for the existing, future background and total future traffic conditions is determined by using the Sidra Intersection 6.1 software.

8.1 Wemmershoek Road / Drakenstein Road

The Sidra results for the Wemmershoek Road / Drakenstein Road intersection are summarised in Table 6 below, while a copy of the detailed output generated by the software is included in Appendix C. The geometry that was used for the analyses is shown in Picture 5.

Table 6 Sidra Results: Wemmershoek Road / Drakenste in Road

Scenario Intersection Avg Delay

(s) Control

Critical Approach

Approach Movement Delay LOS v/c

Existing Traffic AM Peak Hour 2.7 Two-Way

Stop-Controlled

East Left 13.0 B 0.168

Right 56.0 F 0.474

June 2016 13



(s) Control

Critical Approach


Future Background Traffic AM Peak Hour 4.0

Two-Way Stop-

Controlled East

Left 14.2 B 0.208

Right 98.6 F 0.725

Future Total Traffic AM Peak Hour

28.4 Two-Way

Stop-Controlled

East Left 15.4 C 0.342

Right 455.6 F 1.785

Picture 5: Wemmershoek Road / Drakenstein Road Geom etry

Table 6 indicates that the average delay for the Wemmershoek Road / Drakenstein Road is minimal (2.7 seconds) when analysing the existing traffic conditions. The right turn movement on the eastern approach however experiences an average delay of 56.0 seconds which results in this movement operating at a Level of Service (LOS) F. Table 6 also indicates that the average delay for the Wemmershoek Road / Drakenstein Road intersection remains minimal (4.0 seconds) when analysing the future background traffic volumes. The right turn movement on the eastern approach however experiences an average delay of 98.6 seconds which results in this movement operating at a LOS F. This implies that certain geometric improvements to the intersection are required to improve the operation of this approach. When analysing the future traffic volumes, the average intersection delay for the Wemmershoek Road / Drakenstein Road intersection remains acceptable (28.4 seconds). The right turn movement on the eastern approach however experiences a significant average delay of 455.6 seconds which results in this movement operating at a LOS F. These results indicate that intersection improvements are required in order to create sufficient gaps to allow the right turning movement on the eastern approach safe access onto the Wemmershoek Road.

June 2016 14


8.2 Drakenstein Road / Proposed Access

The Sidra results for the Drakenstein Road / Proposed Access intersection are summarised in Table 7 below, while a copy of the detailed output generated by the software is included in Appendix C. The geometry that was used for the analyses is shown in Picture 6.

Table 7: Sidra Results: Drakenstein Road / Proposed Access


(s) Control

Critical Approach


Future Total Traffic AM Peak Hour

4.0 Two-Way

Stop-Controlled

South Left 8.7 A 0.11

Right 8.8 A 0.11

Picture 6: Drakenstein Road / Proposed Access Geome try

The results indicate that the intersection will experience an insignificant average delay of 4.0 seconds and each approach at this intersection will operate at acceptable levels of service.

9 MITIGATION MEASURES

The mitigation measures required will be explored and discussed in the following paragraphs.

9.1 Wemmershoek Road / Drakenstein Road

The right turning movement on the Drakenstein Road approach currently operates at a LOS F and the future background and total future traffic conditions will only worsen the situation. The delay that is experienced by a driver is linked to the driver’s perceived acceptable gap acceptance. For instance, if a driver experiences excessive delays at an intersection, the driver will become frustrated and accept a gap that is not necessarily in line with an acceptable gap acceptance duration. Therefore, the safety of an intersection becomes questionable since drivers will place themselves and other road users at risk by entering the traffic stream when there is not necessarily a suitable gap. This situation was already observed during the traffic count that was conducted on 10 March 2016.

June 2016 15


Geometric improvements in the form of additional turning lanes and additional acceleration lanes will not improve the operation of the intersection, since the through traffic on the Wemmershoek Road and right turning volumes from the Drakenstein Road is very high. The following options are proposed:

9.1.1 Signalisation of the Wemmershoek Road / Drake nstein Road intersection

The future background and total future traffic conditions at this intersection was analysed with Sidra Intersection 6.1 as a signalised intersection. This is shown schematically in Picture 7. The results are summarized in Table 8.

Table 8: Sidra Results: Wemmershoek Road / Drakenst ein Road Signalised


(s) LOS Control

Critical Approach


Future Background Traffic AM Peak Hour 8.1 A Signalised East

Left 36.5 D 0.619

Right 34.6 C 0.294

Future Total Traffic AM Peak Hour 11.9 B Signalised East

Left 31.7 D 0.71

Right 29.0 C 0.397

The results shown in Table 8 indicate that the intersection will operate at an acceptable level of service for the future background and total future traffic conditions. Signalising the intersection will improve the safety of the turning vehicles, especially with the high through volume on the Wemmershoek Road. MR201 (Wemmershoek Road) can be classified as a Class 2 Road (Primary Distributor). The Development Environment can be described as somewhere between Suburban and Semi-Rural when considering the road side development. According to the requirements set out in the Provincial Administration Western Cape: Road Access Guidelines an access spacing of 800 m is required for signalised intersections in a Suburban Development Environment. An access spacing of 1200 m is required for signalised intersections in a Semi-Rural Development Environment. An access spacing of approximately 950 m exists between the adjacent signalised intersections (Wemmershoek Road / Arboretum). It is understood that the Wemmershoek Road / N1 off-ramp intersection will also be signalised in future, which will reduce the access spacing between the Wemmershoek Road / Drakenstein Road intersection and the nearest signalised intersection to approximately 600 m which will not be acceptable. The signalisation of the Wemmershoek Road / Drakenstein Road intersection will therefore be an interim solution.

June 2016 16


Picture 7: Wemmershoek Road / Drakenstein Road Geom etry Signalised

9.1.2 Wemmershoek Road / Drakenstein Road intersect ion Roundabout

Another option is to convert the current intersection to a roundabout. Discussions with the Western Cape Government indicated that an access management plan for this road is being undertaken and a roundabout will be required at this intersection. The Sidra analyses indicate very good results. For the future background traffic conditions, the intersection will operate at a LOS A with an average intersection delay of 4.9 seconds. For the total future traffic conditions, the intersection will operate at a LOS A with an average intersection delay of 5.8 seconds. The geometry of the converted intersection is shown in Picture 8 and the results of the analyses are shown in Table 9. It is however uncertain whether the current road reserve will be able to accommodate the geometry associated with a roundabout and a geometric design will need to be undertaken in order to clarify this.

Table 9 Sidra Results: Wemmershoek Road / Drakenste in Road Roundabout


(s) LOS Control

Critical Approach


Future Background Traffic AM Peak Hour 4.9 A Roundabout East

Left 8.8 A 0.147

Right 15.3 B 0.094

Future Total Traffic AM Peak Hour 5.8 A Roundabout East

Left 9.1 A 0.255

Right 15.3 B 0.204

June 2016 17


Picture 8 Wemmershoek Road / Drakenstein Road Geome try Roundabout

9.1.3 Drakenstein Road / Proposed Access intersecti on

According to the requirements set out in the Provincial Administration Western Cape: Road Access Guidelines regarding the requirements for additional turning lanes, a left turn lane is not required. The high volume of right turning vehicles during the weekday AM peak hour and Sunday peak hour will however require a separate right turn lane as shown in Picture 9. Sidra was used to analyse this intersection with a separate right turn lane and the results stay exactly the same. The right turn lane will therefore not serve to improve the capacity and operation of this intersection, but will improve the safety at this intersection by separating the right turning vehicles from the through moving traffic.

Picture 9: Drakenstein Road / Proposed Access Geome try

June 2016 18


10 ON-SITE PARKING

The following parking requirements are proposed:

10.1 Religious Institution

According to the Provincial Administration Western Cape Road Access Guidelines, parking should be provided at 1 bay per 7 seats which equals a total of 143 parking bays required.

10.2 Storage Units

The Provincial Administration Western Cape Road Access Guidelines’ parking indices does not make provision for storage units. Relevant information regarding parking provision for storage units could not be obtained, but an online study published in the United Kingdom (http://www.planningni.gov.uk/downloads/parking-standards.pdf) indicated a parking requirement of 1 bay per 250 m2 Gross Floor Area. The total size of the storage units is calculated as approximately 10 700 m2. A total of 43 parking bays are therefore required for the storage units.

June 2016 19


11 CONCLUSIONS

From the above, the following conclusions are made:

• The proposed development will include a religious institution accommodating 1000 delegates, 80 residential units and 396 storage units.

• The existing accesses to the property will be closed and a new access will be provided. • The new access conforms to the requirements of access spacing and sight distances as

set out in the Provincial Administration Western Cape: Road Access Guidelines. • The weekday AM peak hour of the road is between 07h00 and 08h00. • A total of 189 trips will be generated by the proposed development during the weekday AM

peak hour, 189 trips during the weekday PM peak hour and 809 trips during the Sunday peak hour.

• The traffic impact during the weekday AM peak hour was analysed since it is anticipated that the road network will be impacted the most during the weekday AM peak hour.

• The trip distribution of the traffic generated by the proposed development was done in accordance to the existing traffic patterns.

• A growth rate of 3% is assumed over a duration of 3 years to determine the future background traffic volumes.

• The traffic impact at the Wemmershoek Road / Drakenstein Road intersection and Drakenstein Road / Proposed Access intersection was determined during the weekday AM peak hour.

• The average delay for the Wemmershoek Road / Drakenstein Road intersection is 2.7 seconds when analysing the existing traffic conditions. The right turn movement on the eastern approach experiences an average delay of 56.0 seconds which results in this movement operating at a LOS F.

• The average delay for the Wemmershoek Road / Drakenstein Road intersection is 4.0 seconds when analysing the future background traffic volumes. The right turn movement on the eastern approach experiences an average delay of 98.6 seconds which results in this movement operating at a LOS F.

• The average delay for the Wemmershoek Road / Drakenstein Road intersection is 28.4 seconds when analysing the total future traffic volumes. The right turn movement on the eastern approach experiences an average delay of 455.6 seconds which results in this movement operating at a LOS F.

• The average delay for the Drakenstein Road / Proposed Access intersection is 4.0 seconds and each approach at this intersection operates at acceptable levels of service.

• In order to improve the acceptability of the level of service experienced at the Wemmershoek Road / Drakenstein Road intersection the intersection can either be signalised or a roundabout can be constructed.

• The Wemmershoek Road / Drakenstein Road intersection will operate at a LOS A and a LOS B for the future background and total future weekday AM peak hour traffic conditions respectively if this intersection is signalised.

• Signalising this intersection will only serve as an interim solution since the access spacing requirements will become insufficient in the future when the Wemmershoek Road / N1 off ramp intersections are signalised.

• The Wemmershoek Road / Drakenstein Road intersection will operate at a LOS A for both the future background and total future weekday AM peak hour traffic conditions if this intersection converted to a roundabout.

June 2016 20


• The access management plan for the Wemmershoek Road will require that a roundabout is constructed at the Wemmershoek Road / Drakenstein Road intersection and this will therefore be the proposed alternative.

• According to the requirements set out in the Provincial Administration Western Cape: Road Access Guidelines regarding the requirements for additional turning lanes, a separate right turn lane is required at the Drakenstein Road / Proposed Access intersection.

• A total of 143 parking bays should be provided on site for the religious institution. • A total of 43 parking bays should be provided on site for the storage units.

Appendix A: Locality Plan

Appendix B: Site Development Plan

Appendix C: Sidra Results

Wemmershoek Road / Drakenstein Road Intersection Existing Geometry

MOVEMENT SUMMARY Site: Wemmershoek Road / Drakenstein Road

Existing AM Peak Hour Stop (Two-Way) Movem ent Performance - Vehicles Mov ID ODMo

v Demand Flows Deg. Satn Average

Delay Level of Service

95% Back of Queue Prop. Queued

Effective Stop Rate

Average Speed Total HV Vehicles Distance

veh/h % v/c sec veh m per veh km/h South: Wemmershoek Road 2 T1 732 1.5 0.369 0.0 LOS A 0.0 0.0 0.00 0.00 59.9 3 R2 34 0.0 0.046 9.4 LOS A 0.2 1.2 0.61 0.78 50.5 Approach 766 1.4 0.369 0.5 NA 0.2 1.2 0.03 0.03 59.4 East: Drakenstein Road 4 L2 103 3.0 0.168 13.0 LOS B 0.6 4.4 0.65 1.00 49.2 6 R2 49 3.0 0.474 56.0 LOS F 1.6 11.6 0.95 1.06 31.0 Approach 152 3.0 0.474 26.8 LOS D 1.6 11.6 0.74 1.02 41.4 North: Wemmershoek Road 7 L2 9 0.0 0.386 5.6 LOS A 0.0 0.0 0.00 0.01 58.2 8 T1 750 2.5 0.386 0.1 LOS A 0.0 0.0 0.00 0.01 59.8 Approach 759 2.5 0.386 0.1 NA 0.0 0.0 0.00 0.01 59.8 All Vehicles 1677 2.0 0.474 2.7 NA 1.6 11.6 0.08 0.11 57.3 Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movement Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 6.1 | Copyright © 2000 -2015 Akcelik and Associates Pty Ltd | sidrasoluti ons.com Organisation: ELEMENT CONSULTING ENGINEERS | Processed: 18 March 2016 11:49:08 AM Project: P:\Durbanville\2016\1600441 - Drakenstein TIS\C - Design\SIDRA\1600441 Wemmershoek Road_Drakenstein Road 18 March 2016.sip6

MOVEMENT SUMMARY Site: Wemmershoek Road / Drakenstein Road AM Futur e Background

Future Background AM Peak Hour Stop (Two-Way) Movement Performance - Vehicles Mov ID ODMo




Effective Stop Rate


veh/h % v/c sec veh m per veh km/h South: Wemmershoek Road 2 T1 800 1.5 0.414 0.1 LOS A 0.0 0.0 0.00 0.00 59.9 3 R2 38 0.0 0.058 10.2 LOS B 0.2 1.5 0.65 0.83 50.0 Approach 837 1.4 0.414 0.5 NA 0.2 1.5 0.03 0.04 59.4 East: Drakenstein Road 4 L2 113 3.0 0.208 14.2 LOS B 0.8 5.5 0.70 1.01 48.5 6 R2 53 3.0 0.725 98.6 LOS F 2.7 19.1 0.98 1.12 22.8 Approach 166 3.0 0.725 41.3 LOS E 2.7 19.1 0.79 1.04 35.6 North: Wemmershoek Road 7 L2 10 0.0 0.432 5.6 LOS A 0.0 0.0 0.00 0.01 58.2 8 T1 819 2.5 0.432 0.1 LOS A 0.0 0.0 0.00 0.01 59.8 Approach 830 2.5 0.432 0.1 NA 0.0 0.0 0.00 0.01 59.8 All Vehicles 1833 2.0 0.725 4.0 NA 2.7 19.1 0.08 0.11 56.1 Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movement Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 6.1 | Copyright © 2000 -2015 Akcelik and Associates Pty Ltd | sidrasoluti ons.com Organisation: ELEMENT CONSULTING ENGINEERS | Processed: 03 June 2016 07:07:31 AM Project: P:\Durbanville\2016\1600441 - Drakenstein TIS\C - Design\SIDRA\1600441 Wemmershoek Road_Drakenstein Road 03 June 2016.sip6

MOVEMENT SUMMARY Site: Wemmershoek Road / Drakenstein Road AM Futur e Total

Future Total AM Peak Hour Stop (Two-Way) Movement Performance - Vehicles Mov ID ODMo




Effective Stop Rate


veh/h % v/c sec veh m per veh km/h South: Wemmershoek Road 2 T1 800 1.5 0.414 0.1 LOS A 0.0 0.0 0.00 0.00 59.9 3 R2 73 0.0 0.118 10.8 LOS B 0.4 3.1 0.69 0.87 49.6 Approach 873 1.4 0.414 1.0 NA 0.4 3.1 0.06 0.07 58.9 East: Drakenstein Road 4 L2 185 3.0 0.342 15.4 LOS C 1.5 10.7 0.74 1.06 47.8 6 R2 118 3.0 1.785 455.6 LOS F 22.1 158.7 1.00 1.92 7.0 Approach 303 3.0 1.785 186.8 LOS F 22.1 158.7 0.84 1.39 14.7 North: Wemmershoek Road 7 L2 42 0.0 0.450 5.6 LOS A 0.0 0.0 0.00 0.03 58.0 8 T1 819 2.5 0.450 0.1 LOS A 0.0 0.0 0.00 0.03 59.6 Approach 861 2.4 0.450 0.3 NA 0.0 0.0 0.00 0.03 59.5 All Vehicles 2038 2.0 1.785 28.4 NA 22.1 158.7 0.15 0.25 40.8 Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movement Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 6.1 | Copyright © 2000 -2015 Akcelik and Associates Pty Ltd | sidrasoluti ons.com Organisation: ELEMENT CONSULTING ENGINEERS | Processed: 03 June 2016 07:11:28 AM Project: P:\Durbanville\2016\1600441 - Drakenstein TIS\C - Design\SIDRA\1600441 Wemmershoek Road_Drakenstein Road 03 June 2016.sip6

Drakenstein Road / Proposed Access Intersection

MOVEMENT SUMMARY Site: Drakenstein Road / Proposed Access

Drakenstein Road / Proposed Access Future Total AM Peak Hour Stop (Two-Way) Movement Performance - Vehicles Mov ID ODMo




Effective Stop Rate


veh/h % v/c sec veh m per veh km/h South: Proposed Access 1 L2 127 0.0 0.110 8.7 LOS A 0.5 3.2 0.28 0.88 51.7 3 R2 6 0.0 0.110 8.8 LOS A 0.5 3.2 0.28 0.88 51.2 Approach 134 0.0 0.110 8.7 LOS A 0.5 3.2 0.28 0.88 51.7 East: Drakenstein Road 4 L2 14 0.0 0.088 5.5 LOS A 0.0 0.0 0.00 0.05 57.9 5 T1 154 3.0 0.088 0.0 LOS A 0.0 0.0 0.00 0.05 59.5 Approach 167 2.8 0.088 0.5 NA 0.0 0.0 0.00 0.05 59.4 West: Drakenstein Road 11 T1 44 3.0 0.064 0.4 LOS A 0.3 2.1 0.26 0.34 56.1 12 R2 62 0.0 0.064 6.0 LOS A 0.3 2.1 0.26 0.34 54.1 Approach 106 1.2 0.064 3.7 NA 0.3 2.1 0.26 0.34 54.9 All Vehicles 407 1.5 0.110 4.0 NA 0.5 3.2 0.16 0.40 55.5 Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movement Minor Road Approach LOS values are based on average delay for all vehicle movements. NA: Intersection LOS and Major Road Approach LOS values are Not Applicable for two-way sign control since the average delay is not a good LOS measure due to zero delays associated with major road movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 6.1 | Copyright © 2000 -2015 Akcelik and Associates Pty Ltd | sidrasoluti ons.com Organisation: ELEMENT CONSULTING ENGINEERS | Processed: 03 June 2016 07:28:37 AM Project: P:\Durbanville\2016\1600441 - Drakenstein TIS\C - Design\SIDRA\1600441 Drakenstein Road_Proposed Access 03 June 2016.sip6

Wemmershoek Road / Drakenstein Road Intersection Mitigation Measures

MOVEMENT SUMMARY Site: Wemmershoek Road / Drakenstein Road AM Futur e Background - Conversion

Future Background AM Peak Hour Signals - Fixed Time Isolated Cycle Time = 60 seconds (Optimum Cycle Time - Minimum Delay) Movement Performance - Vehicles Mov ID ODMo




Effective Stop Rate


veh/h % v/c sec veh m per veh km/h South: Wemmershoek Road 2 T1 800 1.5 0.592 5.0 LOS A 12.0 85.1 0.55 0.50 55.5 3 R2 38 0.0 0.116 15.1 LOS B 0.6 4.4 0.57 0.70 46.8 Approach 837 1.4 0.592 5.4 LOS A 12.0 85.1 0.55 0.51 55.0 East: Drakenstein Road 4 L2 113 3.0 0.619 36.5 LOS D 3.5 25.1 1.00 0.82 36.8 6 R2 53 3.0 0.294 34.6 LOS C 1.6 11.2 0.96 0.74 37.2 Approach 166 3.0 0.619 35.9 LOS D 3.5 25.1 0.99 0.79 37.0 North: Wemmershoek Road 7 L2 10 0.0 0.618 10.7 LOS B 12.9 91.9 0.57 0.52 53.9 8 T1 819 2.5 0.618 5.1 LOS A 12.9 91.9 0.57 0.52 55.3 Approach 830 2.5 0.618 5.2 LOS A 12.9 91.9 0.57 0.52 55.3 All Vehicles 1833 2.0 0.619 8.1 LOS A 12.9 91.9 0.60 0.54 52.8 Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movement Intersection and Approach LOS values are based on average delay for all vehicle movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 6.1 | Copyright © 2000 -2015 Akcelik and Associates Pty Ltd | sidrasoluti ons.com Organisation: ELEMENT CONSULTING ENGINEERS | Processed: 03 June 2016 07:37:41 AM Project: P:\Durbanville\2016\1600441 - Drakenstein TIS\C - Design\SIDRA\1600441 Wemmershoek Road_Drakenstein Road 03 June 2016.sip6

MOVEMENT SUMMARY Site: Wemmershoek Road / Drakenstein Road AM Futur e Total - Conversion

Future Total AM Peak Hour Signals - Fixed Time Isolated Cycle Time = 55 seconds (Optimum Cycle Time - Minimum Delay) Movement Performance - Vehicles Mov ID ODMo




Effective Stop Rate


veh/h % v/c sec veh m per veh km/h South: Wemmershoek Road 2 T1 800 1.5 0.670 7.4 LOS A 14.1 100.1 0.70 0.64 53.5 3 R2 73 0.0 0.290 22.2 LOS C 1.6 11.2 0.80 0.76 42.9 Approach 873 1.4 0.670 8.7 LOS A 14.1 100.1 0.71 0.65 52.4 East: Drakenstein Road 4 L2 185 3.0 0.710 31.7 LOS C 5.2 37.1 0.98 0.88 38.7 6 R2 118 3.0 0.397 29.0 LOS C 3.0 21.6 0.94 0.78 39.5 Approach 303 3.0 0.710 30.7 LOS C 5.2 37.1 0.96 0.84 39.0 North: Wemmershoek Road 7 L2 42 0.0 0.727 13.8 LOS B 16.5 117.6 0.75 0.70 51.4 8 T1 819 2.5 0.727 8.2 LOS A 16.5 117.6 0.75 0.70 52.6 Approach 861 2.4 0.727 8.5 LOS A 16.5 117.6 0.75 0.70 52.6 All Vehicles 2038 2.0 0.727 11.9 LOS B 16.5 117.6 0.76 0.70 49.9 Level of Service (LOS) Method: Delay (HCM 2000). Vehicle movement LOS values are based on average delay per movement Intersection and Approach LOS values are based on average delay for all vehicle movements. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 6.1 | Copyright © 2000 -2015 Akcelik and Associates Pty Ltd | sidrasoluti ons.com Organisation: ELEMENT CONSULTING ENGINEERS | Processed: 03 June 2016 07:35:27 AM Project: P:\Durbanville\2016\1600441 - Drakenstein TIS\C - Design\SIDRA\1600441 Wemmershoek Road_Drakenstein Road 03 June 2016.sip6

MOVEMENT SUMMARY Site: Wemmershoek Road / Drakenstein Road AM Futur e Total - Conversion

Future Total AM Peak Hour Roundabout Movement Performance - Vehicles Mov ID ODMo




Effective Stop Rate


veh/h % v/c sec veh m per veh km/h South: Wemmershoek Road 2 T1 800 1.5 0.567 4.7 LOS A 5.6 39.6 0.50 0.46 55.1 3 R2 73 0.0 0.087 10.0 LOS B 0.5 3.2 0.35 0.62 52.6 Approach 873 1.4 0.567 5.1 LOS A 5.6 39.6 0.48 0.47 54.9 East: Drakenstein Road 4 L2 185 3.0 0.255 9.1 LOS A 1.7 12.4 0.82 0.81 51.8 6 R2 118 3.0 0.204 15.3 LOS B 1.2 8.9 0.79 0.87 49.4 Approach 303 3.0 0.255 11.5 LOS B 1.7 12.4 0.81 0.84 50.8 North: Wemmershoek Road 7 L2 42 0.0 0.629 4.3 LOS A 6.4 46.0 0.41 0.42 54.1 8 T1 819 2.5 0.629 4.6 LOS A 6.4 46.0 0.41 0.42 55.6 Approach 861 2.4 0.629 4.5 LOS A 6.4 46.0 0.41 0.42 55.5 All Vehicles 2038 2.0 0.629 5.8 LOS A 6.4 46.0 0.50 0.50 54.5 Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay per movement Intersection and Approach LOS values are based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 6.1 | Copyright © 2000 -2015 Akcelik and Associates Pty Ltd | sidrasoluti ons.com Organisation: ELEMENT CONSULTING ENGINEERS | Processed: 03 June 2016 07:49:43 AM Project: P:\Durbanville\2016\1600441 - Drakenstein TIS\C - Design\SIDRA\1600441 Wemmershoek Road_Drakenstein Road 03 June 2016.sip6

MOVEMENT SUMMARY

Site: Wemmershoek Road / Drakenstein Road AM Futur e Total - Conversion Future Total AM Peak Hour Roundabout Movement Performance - Vehicles Mov ID ODMo




Effective Stop Rate


veh/h % v/c sec veh m per veh km/h South: Wemmershoek Road 2 T1 800 1.5 0.567 4.7 LOS A 5.6 39.6 0.50 0.46 55.1 3 R2 73 0.0 0.087 10.0 LOS B 0.5 3.2 0.35 0.62 52.6 Approach 873 1.4 0.567 5.1 LOS A 5.6 39.6 0.48 0.47 54.9 East: Drakenstein Road 4 L2 185 3.0 0.255 9.1 LOS A 1.7 12.4 0.82 0.81 51.8 6 R2 118 3.0 0.204 15.3 LOS B 1.2 8.9 0.79 0.87 49.4 Approach 303 3.0 0.255 11.5 LOS B 1.7 12.4 0.81 0.84 50.8 North: Wemmershoek Road 7 L2 42 0.0 0.629 4.3 LOS A 6.4 46.0 0.41 0.42 54.1 8 T1 819 2.5 0.629 4.6 LOS A 6.4 46.0 0.41 0.42 55.6 Approach 861 2.4 0.629 4.5 LOS A 6.4 46.0 0.41 0.42 55.5 All Vehicles 2038 2.0 0.629 5.8 LOS A 6.4 46.0 0.50 0.50 54.5 Level of Service (LOS) Method: Delay (HCM 2000). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay per movement Intersection and Approach LOS values are based on average delay for all vehicle movements. Roundabout Capacity Model: SIDRA Standard. SIDRA Standard Delay Model is used. Control Delay includes Geometric Delay. Gap-Acceptance Capacity: SIDRA Standard (Akçelik M3D). HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 6.1 | Copyright © 20 00-2015 Akcelik and Associates Pty Ltd | sidrasoluti ons.com Organisation: ELEMENT CONSULTING ENGINEERS | Processed: 03 June 2016 07:49:43 AM Project: P:\Durbanville\2016\1600441 - Drakenstein TIS\C - Design\SIDRA\1600441 Wemmershoek Road_Drakenstein Road 03 June 2016.sip6

TRAFFIC IMPACT STUDY - gnec.co.za · TRAFFIC IMPACT STUDY FOR THE REZONING AND SUB-DIVISION OF FARM...

Documents

Transcript of TRAFFIC IMPACT STUDY - gnec.co.za · TRAFFIC IMPACT STUDY FOR THE REZONING AND SUB-DIVISION OF FARM...