part 6: implementation...

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PART 6: IMPLEMENTATION 2008

� Lighting should be provided along all walkways and cycle ways for safety and security as well as night-time operational reasons.

Building Frontages:

Geometry (Accessed from the Sidewalk):

� Ramps should be provided for disabled users at 1:12 (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.

Note:

Although Oxford Road is classified as a Class 2 road with the emphasis on mobility, it should be recognised that a blanket design approach might not be appropriate between the Oxford and Glenhove Road intersections and the Oxford Road and Jellicoe Avenue intersection.

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Table 19: Class 3 Descriptions and Guidelines

Description Rosebank 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.

� Glenhove Road

� Baker Street

� Bompas Road

� Jellicoe Avenue

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)

Parking: On-street acceptable

PEDESTRIANS

Mid-block Pedestrian Crossings

Signal Layout:

� Provide signalised 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 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 signalised 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 entrances 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

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walkway / cycle way area.

Design Dimensions

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

� Gradient ≤5% � Gradient ≤5%

� Minimum width 1.2m

� Minimum width 1.5m

� Desirable width 1.8m


� Lateral clearance ≥0.1m


� 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 20: Class 4 & 5 Descriptions and Guidelines

Description Rosebank application

Characteristics Design elements

Class 4 and 5 / Residential streets

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

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

� Eastwood

� Rosebank

� Sturdee

� Jellicoe Avenue

� Cecil

� Tottenham

Speed: 60 km/h

Vehicle volumes: 500 – 1500 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 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 fro 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 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

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exiting the desired road.

� Shared pedestrian and cycle lanes provided adjacent to road with 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%

� Minimum Width 1.2m

� Minimum Width 1.5m







� Buffer strip 0.6m � Buffer strip 0.6m

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2. Interventions

The proposed interventions (Refer to Figure 60 below) for the Rosebank UDF area are put forth in Table 19 below

Figure 60: Proposed Interventions

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Table 21: 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 RMD)

Transportation Interventions:

New pedestrian linkages: To encourage filtering from Oxford into the back of the blocks and reduce the block sizes even more, 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 occur along Oxford, Fricker, and Tyrwhitt Roads.

Development Planning and Facilitation, Transportation Planning and Johannesburg Roads Agency

New Relief Roads should be investigated: The proposed relief road runs along Rudd, Bute, Venus, and Melrose Road until it meets Oxford Road.

Transportation Planning and Johannesburg Roads Agency

Investigate the extension of North Street: The extension of North Street to link up with Athol Oaklands Road will contribute to better regional accessibility to and from the node.


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. These intersections include Jan Smuts and Seventh Avenue, Oxford and Glenhove Roads and Oxford Road and Baker Street as a minimum.


A Roads Master plan: A roads master plan and transport model has to be formulated for the area.


Oxford Road: A detailed plan for the design of the whole of Oxford Road should be

done to address upgrading and design issues as well as the design of pedestrian -friendly intersections. The conceptual diagram below provides a minimum set of guidelines and principles should that influence the desigt planning process

Development Planning and Facilitation

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Glenhove

Bolton

Oxford

Tyrwhitt

Interface with the intersection and

provision for pedestrian movement

and access is important for gateway

buildings.

The Tyrwhitt pedestrian link should

be planned carefully taking into

account:

• Pedestrian movement across

Oxford

• Integration of the BRT station

• Legibility from west to east

• Signage

• Interface between buildings

and pedestrian ways

• Type of uses at ground level

should promote a fine grained

pedestrian -orientated

environment

Developments abutting the school

should use setbacks, window

placements and screening to prevent

overlooking and negative effects on

privacy

Sidewalks and landscaping ought to

create a positive walking experience,

not only along, but also across roads

and streets

Promote surveillance on streets and

public spaces from well placed

windows and entrances. Building

entrances should enhance pedestrian

usage and accessibility, be well lit

and clearly marked.

Provide visual relief from blank

exterior walls, building mass and bulk

through variation and setbacks.

Interface with the intersection and

provision for pedestrian movement

and access is important for gateway

buildings.

There should be a

clear distinction

through signs and

markings between

different modes of

transport including

pedestrian ways

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Note:

Although Oxford Road is classified as a Class 2 road with the emphasis on mobility, it should be recognised that a blanket design approach might not be appropriate between the Oxford and Glenhove Road intersections and the Oxford Road and Jellicoe Avenue intersection.

High priority elements, additional to the above, that should influence the detailed design and planning of Oxford Road ought to include:

• Number and width of travel lanes should be investigated in the light of the notion to support and create a mixed use and pedestrian environment

• Vehicular capacity and access management

• Giving priority to public transport operations

• Promoting wide sidewalks with amenities

• Designing multimodal intersection

• Making provision for urban design elements including streetscape, signage, markings and landscaping that is functional.

Tyrwhitt Ave: A detailed design and development plan must be completed to upgrade the existing street into a vibrant pedestrian promenade. The conceptual sketches below indicate some of the principles that should be taken into account for development of Tyrwhitt Road west and east of Oxford Road.

Development Planning and Facilitation, Transportation Planning and Johannesburg Roads Agency

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Oxford

Bath

Tyrwhitt

Fourth

Intersections need to be pedestrian

friendly in terms of signage, signals

and markings. The needs of disabled

people ought to be addressed.

Sidewalks are to be upgraded, included as a

minimum:

• Appropriate streetscaping and

landscaping

• Appropriate lighting

• Signage and marking

• Create safe routes through:

� Natural surveillance

� Generating activity levels that

make people feel safe

� Avoiding monotonous boundary

treatments

� Improved and appropriate lighting

� High walls and fences should not

dominate streets

• Well-lit public transport facilities with

relevant branding

Visual relief from blank exterior

walls, building mass and bulk

should be provided through

variation and boundary

treatment. Building ought to

relate to the pedestrian

environments through the

placement and design of

entrances and pedestrian

orientated activities at lower

levels (in the event of

redevelopment)

The planning and design of the intersection with

Oxford is crucial. This intersection comprises not

only a station exit and entrance point, but also a

BRT station and the pedestrian walkway between

Fourth and Oxford. It should also be ensured that

Tyrwhitt as an important pedestrian route,

continues to the east across Oxford.. Pedestrian -

orientated activities are needed to promote a pedestrian experience and movement.

The Fourth Street link through to the

existing open parking area is important

for creating a sustainable pedestrian

network. The link should be well lit and

appropriate streets aping provided.

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Sensitive development

abutting the school should

address issues of privacy

and overlooking through

placement of windows,

setbacks and variety in

heights.

Create safe routes through:

• Natural surveillance

• Generating activity levels that

make people feel safe

• Avoiding monotonous boundary

treatments

• Improved and appropriate

lighting

• High walls and fences should

not dominate streets.

Minimize the impact of parking by

locating them to the rear of a site.

Limit the size of parking areas by

promoting small and separate

parking clusters.

Tyrwhitt should be a continuous

east-west pedestrian route and the

area at the intersection with

Oxford and the location of the BRT

station should be carefully designed

to ensure continuity. The landmark

building and BRT station as points

of activity ought to enhance

legibility.

At least two blocks away

from the station, pedestrian

orientated activities at ground

level are needed to promote a

pedestrian experience and

movement along a possible

pedestrian boulevard along

Tyrwhitt.

Sidewalks are to be upgraded,

included as a minimum:

• Appropriate streetscaping and

landscaping

• Appropriate lighting

• Signage and markings to

promote legibility

• At least two blocks from the

station, wider walkways should

be provided to make provision

for a higher level of activity.

Softer landscaping can be used

further away.

• Road treatment or markings

should indicate that one has

entered an area that features

higher pedestrian activity

Common streetscape, signage

and design elements ought to

be used along both Oxford and

Tyrwhitt to promote a sense

of nodal identity and branding.

Specific secondary design

elements can be used to

identify specific precincts.

Tyrwhit

Cecil

Oxford

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Glenhove Road: Complete an upgrade and design exercise. Development Planning and Facilitation, Transportation Planning and Johannesburg Roads Agency

Bompas Road: Complete an upgrade and design exercise Development Planning and Facilitation, Transportation Planning and Johannesburg Roads Agency

Pedestrian friendly Intersections: Intersections along Oxford Road must be made

pedestrian friendly and safe to facilitate crossing of Oxford Road.


Provide clear public transport route markings: Currently there is no clear route

indication for e.g. the Metro Bus Service in Rosebank. This must be identified and made clearly visible to the public at bus stops and interchanges in line with the BRT operational plan.


Promote Public Transport: Marketing, improving access to and from public transport interchanges or stops in line with the BRT operational plan.


BRT Stations: At the time of compilation of this document, indications were still that the BRT stations would be completed by 2009. Their design and implementation will influence abutting developments and this pressure must be managed.


Infrastructure and services Interventions:

Water, Electricity and Sanitation Infrastructure: All service infrastructures must be

upgraded after a detailed infrastructure assessment has been done to determine the exact condition of services and capacity within the area.

Municipal Owned Entities (MOEs)

Urban Management: Facilitate the coordination of service provision and maintenance issues. This includes the compilation of audits in the districts of existing municipal assets and facilities e.g. sidewalks, and levels of service provision. The audit should be followed by his compilation of actions plans, budgets and prioritisation.

Development Planning and Facilitation, Regional offices

Environmental Interventions:

Protect all the existing trees in the area: New developments should keep existing trees or; if it has been proved that no other option exists, replace them with appropriately sized and types of trees.

Environmental Planning and City Parks and Development Management

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Open Space Network:

Due to the limited availability of public open space, other means of public space needs to be considered. It has already been mentioned that sidewalks and squares are important elements in the proposed open space network (see figure 54). The upgrading of intersections and construction of BRT stations are another opportunity that ought to be utilised optimally.

The conceptual sketches below indicate that with careful design of appropriate landscaping, streetscape and signage, intersections and BRT station areas can become valuable open space assets in the Rosebank node.

Community Interventions:

Upgrading of community facilities. This includes the library, post office, police station

and fire station. Community Development

Parks: Must be cleaned up and new landscape designs should be done in order to

upgrade the existing facilities, enhance the environment and make it easier to maintain by planting certain types of trees and vegetation which requires less

Environmental Planning and City Parks

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maintenance.

Institutional

Assessment and evaluation committee: Introduce an assessment committee to evaluate proposals in line with design guidelines.


Traffic Plan: Investigate the viability of the introduction of a traffic plan as a requirement for certain developments.

Transportation Planning

Review of the RSDF: The current Region B and E RSDFs ought to be reviewed in terms of

the UDF proposals. Development Planning and

Facilitation

Facilitate coordination: The development, growth and urban management issues

should be discussed by all stakeholders. Development Planning and

Facilitation

Develop a monitoring system: The “health” of the node should be measured on a continuous basis to record, analyse and evaluate agreed-upon indicators e.g. crime levels, vacancy levels, satisfaction levels etc.


Communication: A communication and branding exercise is needed to inform and

involve relevant stakeholders. Development Planning and

Facilitation

The last intervention, a Nodal Program, is probably the most important to initiate overall implementation and also concludes the implementation part of

the Rosebank UDF. It comprises of three basic elements:

� Understanding the context, content and requirements of every intervention through the compilation of an implementation and workflow “map” � Implementation is driven by various institutions and institutional arrangements who need to manage and monitor progress and outcomes � Getting people to work together effectively

Detailed Implementation and Workflow Map

The purpose is to understand what needs to be achieved and to have detailed knowledge of what every intervention entails. The understanding and knowledge should then be translated into a project management approach. Project Management is widely regarded as the most efficient way of

managing implementation successfully. Essentially, project management achieves this by:

� Defining what has to be accomplished, generally in terms of time, cost, and various technical and quality performance parameters; � Developing a plan to achieve these and then working according tothis plan, ensuring that progress is maintained in line with these objectives; � Using appropriate project management techniques and tools to plan, monitor and maintain progress;

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� Providing a “single point of integrative responsibility” needed to ensure that everything on the project is managed effectively to ensure a successful project deliverable.

The above will also include a prioritisation and sequencing exercise. Together with the decision on what needs to be done first should also be an understanding of the order in which the implementation should take place. Figure 62 indicates a summary of an implementation schedule.

Institutional processes and systems

Implementation actions need to be informed by a clear understanding of regulatory and institutional processes. This will ensure that misunderstandings

and administration come-backs are limited.

From the Process and Work Flow Map, a detailed administration audit should be done to identify all administration process and resources involved. This

includes CoJ and external processes and resources.

Collaboration with stakeholders

The outcome of the Implementation Plan will, to a large degree, depend on how effectively people work together. Those who are involved with managing the process, those who prepare and implement various regulatory processes, those who decide on applications and those who submissions and who give support. The collaboration between these parties rarely happens by chance and the process by which people collaborate to build on common interest will have to be managed.

Conclusion

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Figure 62: Implementation schedule

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part 6: implementation...

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