FARM 1065 PORTION 1, ATLANTIS TRAFFIC IMPACT ASSESSMENT

FARM 1065 PORTION 1, ATLANTIS TRAFFIC IMPACT ASSESSMENT February 2018 FIRST ISSUE Prepared by: JG AFRIKA (PTY) LTD Branch: Cape Town PO Box 38561 Postal code: 7430 Telephone: 021 530 1800 Email: wink@ jgafrika.com Project manager: Iris Wink

FARM 1065 PORTION 1, ATLANTIS TRAFFIC IMPACT ASSESSMENT TABLE OF CONTENTS 1 INTRODUCTION...1 1.1 Background... 1 1.2 Scope of Work... 2 1.3 Extent of Study Area... 2 1.4 Peak Hours Analysed... 2 1.5 Assessment Scenarios... 3 2 DEVELOPMENT LOCATION & SURROUNDING ROAD NETWORK...4 2.1 Site Location... 4 2.2 Surrounding Road Network... 5 3 ACCESS AND PARKING...6 3.1 Site Access... 6 3.2 Parking... 6 4 PUBLIC TRANSPORT AND NON-MOTORISED TRANSPORT...8 4.1 Public Transport... 8 4.2 Non-motorised Transport (NMT)... 10 5 KOEBERG TRAFFIC EVACUATION PLAN... 11 6 TRAFFIC FLOWS & TRIP GENERATION... 12 6.1 Existing Traffic Volumes... 12 6.2 Future Traffic Volumes... 12 6.3 Development Traffic... 13 6.4 Trip Distribution and Assignment... 14 7 INTERSECTION CAPACITY ANALYSIS... 15 7.1 Study Area... 15 7.2 Results of Capacity Analysis... 15 7.3 Analysis Results... 1 7.4 Discussion of Analysis Results... 1 8 SUMMARY...3 8.1 The Site... 3 8.2 Access and Parking... 3 8.3 Public Transport and Non-Motorised Transportation... 3 8.4 Intersection Capacity Analysis... 3 Page i

TABLES Table 1-1: Parking Requirements Table 6-1: TMH17 Trip rates Table 6-2: Generated Trips for the proposed Development Table 7-1: Level of Service Definition Table 7-2: 2018 Capacity Analysis Scenario Table 7-3: 2023 Capacity Analysis Scenario Table 7-4: 2023 Analysis scenario with intersection improvements FIGURES Figure 1-1: Locality Map Figure 1-2: The Site Figure 4-1: MyCiTy Bus Routes close to the site (Extract from MyCiTi website route map) Figure 6-1: Traffic count locations ANNEXURES Annexure A: SITE SDP Annexure B: 2018 EXISTING TRAFFIC Annexure C: 2023 PROJECTED TRAFFIC (WITHOUT DEVELOPMENT) Annexure D: PROPOSED DEVELOPMENT TRAFFIC DISTRIBUTION Annexure E: 2018- WITH DEVELOPMENT TRAFFIC DISTRIBUTION Annexure F: 2023- WITH DEVELOPMENT TRAFFIC DISTRIBUTION ANNEXURE G: RECOMMENDED INTERSECTION LAYOUTS Page ii

1 INTRODUCTION 1.1 Background JG Afrika (Pty) Ltd was appointed by Smith Architects on behalf of their client to undertake a Traffic Impact Assessment for a mixed land use development to be located on Farm 1065 Portion 1, Atlantis. The site is located to the south of the Witsand residential area and is bounded by John Dreyer Street (also called Blombosch Road) to the north, the R304 to the east and the remainder of Farm 1065 to the south and west. The proposed development will accommodate an industrial and commercial component as well as space for a school. Figure 1-1: Locality Map N THE SITE

1.2 Scope of Work The report will deal with the items listed below and focuses on the surrounding road network in the vicinity of the site: Extent of the traffic study and study area, The proposed development, Transport design input for the layout and design of the proposed development, The existing road network and future road planning proposals, Trip generation for the proposed development, Traffic impact of the proposed development, Recommended road upgrades if necessary, Access requirements, Parking requirements, Public Transport, Non-motorised Transport and Recommended public transport and NMT upgrades if necessary. The following guidelines have been used to determine the extent of the traffic study: Manual for Traffic Impact Studies, Department of Transport, 1995 TRH26 South African Road Classification and Access Management Manual, COTO TMH 16 South African Traffic Impact and Site Traffic Assessment Manual (Vol 1), COTO, August 2016 Google Earth Pro Chief Surveyor General Website For this study, more than 50 peak hour trips are expected to be generated by the development. A Traffic Impact Assessment is required if a development generates more than 50 peak hour vehicle trips. 1.3 Extent of Study Area Based on experience with similar traffic studies, the anticipated traffic impact on the surrounding road network and its location within the wider road network, the following intersections were included in the scope of this study: 1. John Dreyer Street / Access Road to Witsand 2. John Dreyer Street / R304 1.4 Peak Hours Analysed The critical peak hour or critical traffic scenario from a road capacity point of view occurs when the traffic generated by the development is at a maximum, or when the highest combination of existing external traffic and traffic generated by the development occurs. For commercial and industrial developments, the critical peak hours occur generally during the morning peak (AM), afternoon peak (PM), as well as the Saturday midday peak.

1.5 Assessment Scenarios To determine the impact of the development traffic on the surrounding road network, the following scenarios were used for the analyses. Scenario 1 Present traffic (2018) demand without the proposed development. The purpose of this scenario is to obtain the present levels of service () on the adjacent road network. Scenario 2 - Future Traffic (2023) without the proposed development. The purpose of this scenario is to establish the future levels of service and operating conditions on the surrounding road network in a 5-year horizon. Scenario 3 - Present traffic (2018) with the proposed development. The purpose of this scenario is to establish the impact of the proposed development on the existing road network. Scenario 4 - Future Traffic (2023) with the proposed development. The purpose of this scenario is to establish the future impact of the proposed development on the existing road network A site visit was conducted on Monday, 22 January 2018, where the access points, site boundaries, affected intersections and sight lines were determined. This information provided valuable input into this traffic study.

2 DEVELOPMENT LOCATION & SURROUNDING ROAD NETWORK 2.1 Site Location Farm 1065 Portion 1 is located to the south of the Witsand residential area and is bounded by John Dreyer Street to the north, the R304 to the east and the remainder of Farm 1065 to the south and west. The site is currently undeveloped. Figure 1-2: The Site N THE SITE

2.2 Surrounding Road Network The road classification mentioned below has been derived from the COTO s South African Road Classification and Access Management Manual (TRH26, 2012). R304 The R304 is a Class 2 Primary Arterial. The road is a single carriageway with one lane per direction and is located along the eastern boundary of the site. It has a surfaced shoulder on both sides. This road is running in a North-South direction linking Melkbosstrand Road (M19) on its southern end with Atlantis on its northern end. John Dreyer Street (Blombosch Road) John Dreyer Street is currently classified as a Class 4 Local Distributor. This road runs parallel in an east-west direction between the R304 and Neil Hare Road. It is also named Blombosch Road. It is a single carriageway with one lane per direction. The Road Network Map of the City of Cape Town from August 2013 shows Blombosch Road being partially earmarked to be upgraded to a Class 2 road once future road extensions in the area have been constructed. However, at this point in time, no changes have been actioned.

3 ACCESS AND PARKING 3.1 Site Access Site access is proposed to be located on John Dreyer Street, opposite the existing road to the Witsand residential area and in approximately 290 metres from the John Dreyer Street / R304 intersection. To maintain sight lines, the proposed access needs to be kept clear of vegetation, such as shrubs and trees. It is understood that there will be no access control to the proposed development area. However, the detail design of the access road will need to provide suitable lane widths to accommodate light as well as heavy vehicle traffic. Furthermore, the access to the proposed school will need to be planned to ensure safe drop-off / pick-up facilities and suitable infrastructure for pedestrian movement of school children. The detailed investigation into the access layout will form part of the design stage. 3.2 Parking The on-site parking to be provided needs to be in accordance with the City of Cape Town s Municipal Planning By-Law (2015), unless otherwise agreed with and approved by the respective Authority. The site is currently still considered to be in a Standard parking area in terms of parking requirements. With the MyCiTi bus system having been implemented and the existing minibus taxi network available close to the site, it is motivated that the area be categorised as at least a Public Transport Zone 1 (PT1) area, with reduced parking requirements than a Standard parking area. Based on the Site Development Plan (SDP) and the Gross Leasable Area (GLA) expected to be accommodated on site, the by-law stipulates the following minimum parking bays to be accommodated for a PT1 area: Table 1-1: Parking Requirements Land use Minimum Parking Requirement On Site Parking requirement Resulting Bays Retail (9979 m 2 GLA) Industrial/warehousing (33 838m2 GLA based on a rate of 0.6) 2 bays/100 m² GLA 200 (4 disabled bays) 1 bay/100 m² GLA 338 (6 disabled bays) School (worst case estimated at 400 students) 6 offices and 10 class rooms 1 bay/ class room and office plus stop and drop facility 16+ drop off facility Total 554

It is recommended that these reduced parking requirements be accepted, taking also into account that a significant number of customers will walk from Witsand to the retail shops. The total parking bays required for the site is 554. A drop-off / pick-up zone needs to be provided for the school and on-site loading bays need to be provided for the business land use component and retail shops.

4 PUBLIC TRANSPORT AND NON-MOTORISED TRANSPORT In terms of the National Land Transport Act (NLTA) (Act No.5 of 2009), it is a requirement that an assessment of the available public transport services be included in Traffic Impact Assessments. The following comments are relevant in respect to the public transport availability for the proposed development. 4.1 Public Transport 4.1.1 Existing Services There are currently minibus taxis that travel along the R304 as well as John Dreyer Street. The MyCiTi IRT bus system operates in the Atlantis area with the closest bus stop to the site being located at the intersection of John Dreyer Street and Neil Hare Road, approximately 1.5km from the proposed development access point. Based on the minibus taxi routes researched and outlined by the so called WhereIsMyTransport website, there are two taxi routes to Atlantis. The routes connect the Atlantis taxi rank to the Cape Town city centre taxi rank and the Bellville taxi rank. The Atlantis taxi rank is located at the Atlantis City centre, which is approximately 4.6km from the site. The taxi rank can be accessed by using a MyCiTi bus, for which a bus stop is located approximately 1.5km west of the site as previously mentioned, or a taxi on the R304, which is located 300m east of the site. There are currently no available passenger train services at Atlantis.

Figure 4-1: MyCiTy Bus Routes close to the site (Extract from MyCiTi website route map) N THE SITE

4.1.2 Planned Transport Services The current taxi and bus services in the vicinity of the site are in line with the City of Cape Town s 2032 Integrated Public Transport Network (IPTN) Plan. Based on this information there are currently no further planned transport services envisaged near the site. However, it is recommended to consider a formal taxi embayment at or close to the site on John Dreyer Street to cater for commuters between the surrounding areas and the proposed development. 4.2 Non-motorised Transport (NMT) It is recommended that sidewalks with a minimum width of 1.5m be constructed along the frontage of the site on John Dreyer Street to allow safe pedestrian links to the site. Sidewalks also need to be provided along the internal access roads of the site to ensure safety for pedestrians, including safe crossing points at strategic locations. Universal accessibility needs to be ensured by providing suitable dropped kerbs and safe crossings. As previously mentioned, it is proposed to provide a school on the corner of the access road to the proposed site and John Dreyer Street, and as such, it is of the utmost importance to ensure safe pedestrian facilities be provided. It is expected that school children will mainly travel from the Witsand area north of the site and therefore it is recommended that a raised pedestrian crossing be provided at the Witsand / Site Access / John Dreyer Street intersection.

5 KOEBERG TRAFFIC EVACUATION PLAN The City of Cape Town has developed the Koeberg Traffic Evacuation Model (TEM) for any developments falling into the following defined zones: The Public Exclusion Boundary (PEB): the area within approximately 2km from the PEB of the Koeberg nuclear facility. The Inner Emergency Protection Zone (Inner EPZ) is an area radiating 5km from the reactor. The Intermediate Emergency Protection Zone (Intermediate EPZ) extends 5km to 16km from the reactor. The Outer EPZ extends from 16km to 80km from the reactor. Farm 1065 Portion 1 is located approximately 11km from the nuclear power station and hence falls within the Intermediate EPZ. The main evacuation routes include John Dreyer Street, the R304 and Klein Dassenberg Road. When implementing the proposed development, the principles of the TEM, as well as the Traffic Evacuation Plan must be adhered to. The Evacuation Plan for this development needs to be made available and visible to all tenants and customers.

6 TRAFFIC FLOWS & TRIP GENERATION 6.1 Existing Traffic Volumes Traffic counts were conducted at the intersections of John Dreyer Street / Access road to Witsand and John Dreyer Street / R304 (see Figure 5-1 below). The counts where conducted during: 1. Afternoon peak period on Friday, 26 th January 2018, 2. Mid-day peak period on Saturday, 27 th January 2018, and 3. Morning peak period on Tuesday, 30 th January 2018. The counts are summarized in Annexure B. The overall resulting peak hours were observed from 06h45 to 07h45 for the AM, 12h00 to 13h00 for the mid-day and 16h00 to 17h00 for the PM. Figure 6-1: Traffic count locations 6.2 Future Traffic Volumes It is a requirement that the traffic impact of the development be assessed with the background traffic that will exist in a 5-year design horizon, i.e. 2023. The expected 2023 traffic volumes were derived by applying a 2% per annum growth rate to the 2018 traffic volumes. The 2% growth rate is estimated to be the average annual traffic growth rate in the area considering the magnitude of on-going development in and around the area. This growth rate is understood as a realistic rate. The future 2023 traffic volumes for the intersections are summarised in Annexure C.

6.3 Development Traffic The development traffic generated by the proposed development was assumed taking the following into account: Present traffic patterns, TMH17 Volume 1 Trip Generation Rates and Splits Current limited modes of public transport. Table 6-1 summarises the TMH17 prescribed trip rates and split. Table 6-1: TMH17 Trip rates LAND USE AM PM SATURDAY Fast food (RATE/100 m 2 GLA) 45 50 IN/OUT 55/45 55/45 Retail N/A (RATE/100 m 2 GLA) 0.6 3.4 4.5 IN/OUT 65/35 50/50 50/50 Industrial (RATE/100 m 2 GLA) 0.8 0.8 0.4 IN/OUT 70/30 25/75 30/70 School (RATE/ STUDENT) 0.75 0.25 IN/OUT 50/50 50/50 N/A The following assumptions are made in estimating the generated trips: TMH17 Volume 1 suggested trip rates with a 40%, 30%, 20%, and 50% trip reduction due to low vehicle ownership for the fast food, retail, shopping centre, industrial, and school land use s respectively. Taking into account the in/out ratio suggested by TMH17 Volume 1. Not much information is available on the number of pupils to be accommodated at the proposed school. The worst-case scenario of 400 students is assumed (i.e. max students for small sized secondary school). This value is based on the Department of Education s National Minimum Uniform Norms and Standards for School Infrastructure. The industrial component GLA is estimated at 60% of total industrial ERF size.

Table 6-2: Generated Trips for the proposed Development Development Type AM PM Saturday IN OUT IN OUT IN OUT Fast food (700 m 2 GLA) 105 86 117 96 N/A N/A Pass-by N/A N/A 154 126 N/A N/A Diverted N/A N/A 57 46 N/A N/A Retail (9279 m 2 GLA) 27 15 111 111 147 147 Pass-by N/A N/A 36 36 14 14 Diverted N/A N/A 60 60 65 65 Industrial (33 834 m 2 GLA) 153 66 56 164 34 77 School (400 STUDENTS) 64 64 22 22 0 0 TOTAL 349 231 613 661 260 303 580 1274 563 6.4 Trip Distribution and Assignment The development traffic for the proposed development was distributed on the surrounding road network taking the following into account: Proposed links with surrounding road network, Present traffic patterns, and Available public transport services in the vicinity of the site. The development traffic distribution for the proposed development is summarised in Annexure D for the AM, PM and Saturday peak hour respectively. The 2018 traffic volumes including the proposed development traffic is summarised in Annexure E for the AM, PM and Saturday peak hour respectively. The 2023 traffic volumes without development traffic is summarised in Annexure C for the AM, PM and Saturday peak hour respectively. The 2023 traffic volumes with development traffic is summarised in Annexure F.

7 INTERSECTION CAPACITY ANALYSIS 7.1 Study Area The intersections as listed below were analysed for their operational performance: John Dreyer Street/Access Road to Witsand John Dreyer Street/R304 Capacity analyses of these intersections were carried out using AutoJ Analysis software. The purpose of the analysis is to determine the current and future expected traffic situation on the external road network. 7.2 Results of Capacity Analysis 7.2.1 General To assess the impact of the proposed development on the road network, the results of the capacity analyses with and without the proposed development are compared. The attachments summarise the level of service ( see definitions in Table 7-1), volume/capacity ratio (v/c) and average delay (in seconds) for each approach as well as for the overall intersections. Table 7-1: Level of Service Definition Level of Service () Delay (d) in seconds Signals and Traffic Circles Stop and Yield Controlled DEGREE OF PERFORMANCE A d < 10 d < 10 Excellent intersection performance B 10 < d <20 10 < d < 15 Good intersection performance C 20 < d < 35 15 < d < 25 Fair intersection performance (improvements may be needed in future) D 35 < d < 55 25 < d < 35 Poor Intersection performance E 55 < d < 80 35 < d < 50 F d > 80 d > 50 The average delay is calculated from the time a vehicle comes to a stop to driving over stop line at a respective approach. In a research project, it was found that drivers accept a maximum delay or waiting time of around 55 seconds at a signalised intersection, but only 35 seconds at a stop controlled intersection. Thereafter the driver will become impatient and the intersection is deemed to not operate well anymore. Another factor that plays a role when calculating the level of service at an intersection is the queuing distance, which is the number of vehicles waiting at an intersection. The following Tables summarise the capacity analyses results.

7.3 Analysis Results Table 7-2: 2018 Capacity Analysis Scenario Intersection/ 2018 TRAFFIC WITHOUT DEVELOPMENT 2018 TRAFFIC WITH DEVELOPMENT Approach AM PM SATURDAY AM PM SATURDAY MIDDAY MIDDAY v/c Delay (sec) v/c Delay (sec) v/c Delay (sec) v/c Delay (sec) v/c Delay (sec) 1 R304/John Dreyer st v/c 2 Delay (sec) John Dreyer/ Witsand R304 (SB) 2.08 1021 F 1.14 305 F 0.96 56 F 2.62 1199 F 1.60 763 F 1.15 325 F R304 (NB) 1.72 832 F 1.31 505 F 0.77 18 C 2.57 1177 F 2.06 1006 F 1.30 490 F John Dreyer St. (EB) 0.90 34 D 1.49 673 F 0.54 12 B 1.64 788 F 3.16 1313 F 0.69 15 B Overall 1.71 752 F 1.33 516 F 0.79 32 D 2.35 1086 F 2.49 1101 F 1.11 325 F Witsand (SB) 0.43 12 B 0.23 10 A 0.08 9 A 0.83 26 D 0.51 13 B 0.09 10 A Site Access (NB) N/A 1.60 760 F 3.88 1425 F 0.77 21 C John Dreyer St. (EB) 0.13 1 A 0.21 2 A 0.08 1 A 0.38 3 A 0.43 3 A 0.14 1 A John Dreyer St. (WB) 0.25 2 A 0.15 1 A 0.07 1 A 0.42 3 A 0.34 2 A 0.19 1 A Overall 0.25 3 A 0.19 2 A 0.08 2 A 0.68 147 F 1.79 572 F 0.40 9 A

Table 7-3: 2023 Capacity Analysis Scenario Intersection/ 2023 TRAFFIC WITHOUT DEVELOPMENT 2023 TRAFFIC WITH DEVELOPMENT Approach AM PM SATURDAY AM PM SATURDAY MIDDAY MIDDAY v/c Delay (sec) v/c Delay (sec) 1 R304/John Dreyer st v/c Delay (sec) v/c Delay (sec) v/c Delay (sec) 2 John Dreyer/ Witsand v/c Delay (sec) R304 (SB) 2.31 1104 F 1.26 456 F 1.07 198 F 2.91 1266 F 1.78 873 F 1.28 482 F R304 (NB) 1.90 932 F 1.45 641 F 0.86 26 John Dreyer St. (EB) 1.00 90 F 1.65 794 F 0.60 13 D B 2.84 1245 F 2.29 1092 F 1.45 635 F 1.82 896 F 3.50 1368 F 0.77 18 C Overall 1.90 835 F 1.48 650 F 0.88 90 F 2.61 1163 F 2.76 1177 F 1.24 442 F Witsand (SB) 0.54 13 B 0.29 10 A 0.11 9 A 1.11 266 F 0.68 17 C 0.13 10 Site Access (NB) N/A 2.18 1064 F 5.23 1544 F 0.95 52 F John Dreyer St. (EB) John Dreyer St. (WB) 0.14 1 0.28 2 Overall 0.29 4 A A A 0.23 2 0.17 1 0.22 3 A A A 0.09 1 0.08 1 0.09 2 A A A 0.45 4 0.47 4 A A 0.50 4 0.38 3 A A 0.16 1 0.21 1 A A A 0.86 233 F 2.36 619 F 0.48 21 C

Table 7-4: 2023 Analysis scenario with intersection improvements Intersection/ Approach 2023 TRAFFIC WITH DEVELOPMENT AM PM SATURDAY MIDDAY 1 2 R304/John Dreyer st John Dreyer/ Witsand 3 stage signal, leading flash from north (addition of dedicated turning lanes on all approaches) v/c Delay (sec) v/c Delay (sec) v/c Delay (sec) R304 (SB) 0.46 10 A 0.50 19 B 0.09 4 A R304 (NB) 0.56 21 C 0.59 28 C 0.19 9 A John Dreyer St. (EB) 0.52 28 C 0.57 20 B 0.12 25 C Overall 0.51 18 B 0.56 22 C 0.14 11 B Witsand (SB) 1.14 308 F 0.70 18 C 0.13 10 A Site Access (NB) 0.86 126 F 1.93 792 F 0.44 12 B John Dreyer St. (EB) 0.45 4 A 0.50 4 A 0.16 1 A John Dreyer St. (WB) 0.24 2 A 0.23 2 A 0.11 1 A Overall 0.51 60 F 1.01 319 F 0.25 6 A Addition of turning lanes (right turn on NB approach and left turn on WB approach)

7.4 Discussion of Analysis Results 7.4.1 John Dreyer Street/R304 The intersection performs at an overall Level of Service () F across all analysed scenarios with the exception of the 2018 Saturday Peak scenario, which performs at D. 2018 Scenarios Currently the AM peak performs on all approaches at F with the exception of the eastbound approach which performs close to capacity at D. The performance drops further during the PM peak with all approaches at F. The Saturday Peak fairs better with an overall close to capacity at D. The northbound approach performs adequately at C while the east bound approach performs well at B During the with development scenarios, all intersection approaches perform at F with the exception of the east bound approach during the Saturday peak hour, which performs well at B. However, it must be noted that the intersection is currently performing close to capacity and thus an intersection upgrade is warranted based on the current volumes. 2023 Scenarios During the year 2023 without development scenario, the intersection performs at F in all analysed scenarios. The Saturday Peak scenarios experience a slight increase in delays, causing the northbound approach to perform close to capacity at D. However, the eastbound approach still performs well at B. All intersection approaches are at capacity once the development is added, with the exception of the eastbound approach which performs adequately at C during the Saturday peak period. The delays observed and summarised above can be attributed to the high turning movement demand with no dedicated turning lane provided at present and an intersection control that does not efficiently allow for the dispersal of the queuing volumes. Recommendations It is recommended that the intersection be signalised with a 3-staged signal plan (leading green on the north approach) and that short turning lanes be added at all three intersection approaches (see Annexure G).

7.4.2 John Dreyer Street/Witsand Without development The intersection performs at A during the 2018 and 2023 without development scenarios. All approaches are also at Los A across the analysed scenarios. With development The addition of the development traffic causes the intersection to perform poorly at F for the 2018 and 2023 with development scenarios if no geometric upgrades are done. The eastbound and westbound approaches still perform excellently at A across both scenarios. The southbound approach performs adequately during the 2018 AM and PM peak with development scenario. During the 2023 with development scenario the approach performs at capacity for the AM and PM peak with the Saturday Peak performing at A. The northbound approach performs at capacity F during the 2018 and 2023 with development scenario. The delays experienced once the development is added can be attributed to a lack of passing opportunities for the turning movements. The east and westbound approaches experience free flowing movements as they are on a priority route. Recommendations The intersection fails to meet spacing requirements for signalisation and space constraints prevent the addition of a roundabout that can accommodate the heavy vehicles that frequent the route. It is thus recommended that a right-turn lane be provided at the site access (i.e. northbound approach) and a left-turn lane be provided at the eastbound approach to improve the delays at this intersection.

8 SUMMARY 8.1 The Site The site is currently undeveloped and is located on Portion 1 of Farm 1065 just south of the Witsand residential area and east of the R304. It is proposed to establish a mixed land use development with a commercial component (i.e. line shops with anchor tenant), industrial/warehousing component and a school. All these components are outlined in the Site Development Plan. 8.2 Access and Parking The site will be accessed from John Dreyer Street and the proposed access road will be the fourth approach on the intersection of John Dreyer Street / Witsand. The future detail design must ensure that it accommodates light and heavy vehicle traffic, as well as taking universal accessibility principles into account. It is recommended that a total of 554 parking bays be provided on site. A drop-off / pick-up facility needs to be provided for the school. 8.3 Public Transport and Non-Motorised Transportation Available public transport services in the vicinity of the site include the MyCiTi bus as well as minibus taxis. The closest MyCiTi bus stop is located approximately 1.5km west of the site, while the R304, located just 300m east of the site and is part of a minibus taxi route. It is recommended to provide safe pedestrian sidewalks along the frontages of the site, as well as on the internal roads and a raised pedestrian crossing at the John Dreyer Street / Witsand / Site Access intersection. 8.4 Intersection Capacity Analysis John Dreyer Street/R304 It is recommended that the intersection be signalised and that turning lanes be provided on all the approaches. John Dreyer Street/Witsand It is recommended that a right turn lane be provided at the northbound approach, and a left turn lane be provided at the west bound approach to reduce delays. The proposed development is supported from a traffic engineering point of view provided that the recommendations made are adhered to.

Annexure A: SITE SDP

Annexure B: 2018 EXISTING TRAFFIC

Light (Heavy) 2018 Am Peak (without development traffic) WITSAND JOHN DREYER 57 ( 0 ) L 49 ( 6 ) L 145 ( 21 ) T 0 ( 1 ) T 0 ( 0 ) R 102 ( 0 ) 0 ( 0 ) 46 ( 3 ) 142 ( 17 ) R 137 ( 9 ) 310 ( 22 ) 2 ( 0 ) R T L R T L 1 2 L T R R 27 ( 0 ) L T R R 0 ( 0 ) 0 ( 0 ) 0 ( 0 ) 0 ( 0 ) T 354 ( 28 ) 246 ( 20 ) 97 ( 15 ) 0 ( 0 ) T 0 ( 0 ) L 0 ( 0 ) L 0 ( 0 ) R 304 R 304 SITE (ERF 1065) Light (Heavy) 2018 Pm Peak (without development traffic) WITSAND JOHN DREYER 51 ( 0 ) L 105 ( 11 ) L 266 ( 43 ) T 0 ( 0 ) T 0 ( 0 ) R 47 ( 2 ) 0 ( 0 ) 30 ( 4 ) 191 ( 36 ) R 56 ( 9 ) 163 ( 17 ) 5 ( 1 ) R T L R T L 1 2 L T R R 26 ( 4 ) L T R R 0 ( 0 ) 0 ( 0 ) 0 ( 0 ) 0 ( 0 ) T 109 ( 34 ) 75 ( 29 ) 212 ( 14 ) 2 ( 0 ) T 0 ( 0 ) L 0 ( 0 ) L 1 ( 0 ) R 304 R 304 SITE (ERF 1065) Light (Heavy) 2018 Saturday Midday Peak (without development traffic) WITSAND JOHN DREYER 30 ( 1 ) L 42 ( 2 ) L 87 ( 14 ) T 5 ( 1 ) T 0 ( 0 ) R 23 ( 1 ) 0 ( 0 ) 25 ( 2 ) 66 ( 14 ) R 36 ( 2 ) 172 ( 11 ) 14 ( 0 ) R T L R T L 1 2 L T R R 24 ( 2 ) L T R R 11 ( 0 ) 0 ( 0 ) 0 ( 0 ) 0 ( 0 ) T 56 ( 14 ) 42 ( 13 ) 145 ( 9 ) 2 ( 0 ) T 2 ( 1 ) L 0 ( 0 ) L 2 ( 0 ) R 304 R 304 SITE (ERF 1065)

Annexure C: 2023 PROJECTED TRAFFIC (WITHOUT DEVELOPMENT)

Light (Heavy) 2023 Am Peak (without development traffic) WITSAND Light (Heavy) JOHN DREYER JOHN DREYER 63 ( 0 ) L 55 ( 7 ) L 161 ( 24 ) T 0 ( 2 ) T 0 ( 0 ) R 113 ( 0 ) 0 ( 0 ) 51 ( 4 ) 157 ( 19 ) R 152 ( 10 ) 343 ( 25 ) 3 ( 0 ) R T L R T L 1 2 L T R R 30 ( 0 ) L T R R 0 ( 0 ) 0 ( 0 ) 0 ( 0 ) 0 ( 0 ) T 391 ( 31 ) 272 ( 23 ) 108 ( 17 ) 0 ( 0 ) T 0 ( 0 ) L 0 ( 0 ) L 0 ( 0 ) SITE (ERF 1065) WITSAND 2023 Pm Peak (without development traffic) 57 ( 0 ) L 116 ( 13 ) L 294 ( 48 ) T 0 ( 0 ) T 0 ( 0 ) R 52 ( 3 ) 0 ( 0 ) 34 ( 5 ) 211 ( 40 ) R 62 ( 10 ) 180 ( 19 ) 6 ( 2 ) R T L R T L 1 2 L T R R 29 ( 5 ) L T R R 0 ( 0 ) 0 ( 0 ) 0 ( 0 ) 0 ( 0 ) T 121 ( 38 ) 83 ( 33 ) 235 ( 16 ) 3 ( 0 ) T 0 ( 0 ) L 0 ( 0 ) L 2 ( 0 ) R 304 R 304 R 304 R 304 SITE (ERF 1065) Light (Heavy) 2023 Saturday Midday Peak (without development traffic) WITSAND JOHN DREYER 34 ( 2 ) L 47 ( 3 ) L 97 ( 16 ) T 6 ( 2 ) T 0 ( 0 ) R 26 ( 2 ) 0 ( 0 ) 28 ( 3 ) 73 ( 16 ) R 40 ( 3 ) 190 ( 13 ) 16 ( 0 ) R T L R T L 1 2 L T R R 27 ( 3 ) L T R R 13 ( 0 ) 0 ( 0 ) 0 ( 0 ) 0 ( 0 ) T 62 ( 16 ) 47 ( 15 ) 161 ( 10 ) 3 ( 0 ) T 3 ( 2 ) L 0 ( 0 ) L 3 ( 0 ) R 304 R 304 SITE (ERF 1065)

Annexure D: PROPOSED DEVELOPMENT TRAFFIC DISTRIBUTION

Light Heavy A Peak developet traffic WITSAND JOHN DREYER L L T T R R R T L R T L L T R R L T R R T T L L R R SITE ERF Light Heavy P Peak developet traffic WITSAND JOHN DREYER L L T T R R R T L R T L L T R R L T R R T T L L R R SITE ERF Light Heavy Saturday Midday Peak developet traffic WITSAND JOHN DREYER L L T T R R R T L R T L L T R R L T R R T T L L R R SITE ERF

Light (Heavy) 2018 Am Peak (Trip redistribution for passer by and diverted trips) WITSAND Light (Heavy) JOHN DREYER JOHN DREYER 57 ( 0 ) L 49 ( 6 ) L 145 ( 21 ) T 0 ( 1 ) T 0 ( 0 ) R 102 ( 0 ) 0 ( 0 ) 46 ( 3 ) 142 ( 17 ) R 137 ( 9 ) 310 ( 22 ) 2 ( 0 ) R T L R T L 1 2 L T R R 27 ( 0 ) L T R R 0 ( 0 ) 0 ( 0 ) 0 ( 0 ) 0 ( 0 ) T 354 ( 28 ) 246 ( 20 ) 97 ( 15 ) 0 ( 0 ) T 0 ( 0 ) L 0 ( 0 ) L 0 ( 0 ) SITE (ERF 1065) WITSAND 2018 Pm Peak (Trip redistribution for passer by and diverted trips) 51 ( 0 ) L 135 ( 13 ) L 191 ( 43 ) T 0 ( 0 ) T 75 ( 0 ) R 47 ( 2 ) 27 ( 0 ) 3 ( 4 ) 235 ( 36 ) R 101 ( 9 ) 118 ( 17 ) 5 ( 1 ) R T L R T L 1 2 L T R R 26 ( 4 ) L T R R 0 ( 0 ) 85 ( 2 ) 0 ( 0 ) 176 ( 3 ) T 24 ( 34 ) 142 ( 32 ) 145 ( 11 ) 2 ( 0 ) T 0 ( 0 ) L 197 ( 3 ) L 1 ( 0 ) R 304 R 304 R 304 R 304 SITE (ERF 1065) Light (Heavy) 2018 Saturday Midday Peak (Trip redistribution for passer by and diverted trips) WITSAND JOHN DREYER 30 ( 1 ) L 79 ( 2 ) L 80 ( 14 ) T 5 ( 1 ) T 7 ( 0 ) R 23 ( 1 ) 0 ( 0 ) 25 ( 2 ) 92 ( 14 ) R 62 ( 2 ) 146 ( 11 ) 14 ( 0 ) R T L R T L 1 2 L T R R 24 ( 2 ) L T R R 11 ( 0 ) 7 ( 0 ) 0 ( 0 ) 70 ( 2 ) T 49 ( 14 ) 79 ( 15 ) 108 ( 7 ) 2 ( 0 ) T 2 ( 1 ) L 70 ( 2 ) L 2 ( 0 ) R 304 R 304 SITE (ERF 1065)

Annexure E: 2018- WITH DEVELOPMENT TRAFFIC DISTRIBUTION

Light Heay A Peak ith deelopet traffic WITSAND JOHN DREYER L L T T R R R T L R T L L T R R L T R R T T L L R R SITE ERF Light Heay P Peak ith deelopet traffic WITSAND JOHN DREYER L L T T R R R T L R T L L T R R L T R R T T L L R R SITE ERF Light Heay Saturday Midday Peak ith deelopet traffic WITSAND JOHN DREYER L L T T R R R T L R T L L T R R L T R R T T L L R R SITE ERF

Annexure F: 2023- WITH DEVELOPMENT TRAFFIC DISTRIBUTION

Light Heay A Peak ith deelopet traffic WITSAND JOHN DREYER L L T T R R R T L R T L L T R R L T R R T T L L R R SITE ERF Light Heay P Peak ith deelopet traffic WITSAND JOHN DREYER L L T T R R R T L R T L L T R R L T R R T T L L R R SITE ERF Light Heay Saturday Midday Peak ith deelopet traffic WITSAND JOHN DREYER L L T T R R R T L R T L L T R R L T R R T T L L R R SITE ERF

ANNEXURE G: RECOMMENDED INTERSECTION LAYOUTS