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Johannesburg Development Agency Kazerne : Integrated Road-Based Long-Distance Transport Facility

Context and insight into Present Situation : Addressing the Transport Challenges within Johannesburg Context – Traffic and Pedestrian Movements The current crisis in the lack of adequate provision for long-distance vehicles in Johannesburg rests in the low level of integration and connectivity between traffic and pedestrian movements. It is this discord that leads to a significant level of congestion. In terms of pedestrian movements, previous analysis and counts in 2007 in the Park Station area indicated and demonstrated the significant north / south pedestrian desire lines that exist between Hillbrow and Park Station area in the morning ( AM ) peak. This was countered by significant east / west pedestrian movements between Park Station and Metro Mall. These pedestrian movements conflict with significant vehicular flows and interactions, in the Metro Mall / Kazerne / Bree Street / Noord and Park City alignment and with the activity north into Hillbrow and across to the Joubert Park environs. In tandem, with the significant pedestrian and passenger movements generated through usage of Park Station, the major rail interchange in South Africa, note-worthy volumes of road-based traffic movement to Park Station and environs have emerged to address commuter demands. The provision of an Integrated Road-Based Long-Distance Transport Facility within this area would have the potential of alleviating this situation. Intermodal Transfers and Facilities Context The majority of long-distance taxi users currently arrive at Kazerne ( a current and existing facility ) by foot or taxi. As these are long distance movements, passengers tend to arrive and depart with high volumes of luggage. These long distance taxi movements peak on Fridays and Sundays, with the highest peak being the last Friday of every month. The existing operations at Kazerne function during limited operational hours; as there are no operations after 10pm and in situations of insufficient demand. As a result, there can be long waiting periods without facilities or information. Inadequate provision of affordable luggage storage and locker facilities further contribute to passenger discomfort. The luggage storage facilities that are provided are poor, requiring improvements and a significant increase in capacity. Finally, the overall quality of the environment is further reduced by a lack of signage, wayfinding and station operational information. Benchmarking In terms of benchmarking the Pre-Feasibility team investigated the Wanderers facility, which illustrated a number of attributes, worthy of investigated in the re-development of the Kazerne site facility; and these are recommended for inclusion in the new facility including; access routes with natural surveillance, provision of safety routes for


pedestrians, loading / holding areas located at the centres of ranks with circulation at the periphery, flexibility of break-out concourse spaces shared by all destinations, segregated pedestrian movements. Opportunity for managed trade, waiting areas with luggage capacity and clarity of layout. Passenger Needs In terms of the lessons learnt from the Wanderers, a number of observations and recommendations are made for the Passenger groups including; shelter against the elements, clear indication of destination served, ablution facilities, traffic safety, lighting, security, luggage storage facilities, adequate seating for waiting periods, segregation of pedestrians and passengers from motorized traffic, off-road pedestrian and passenger routes through public transport facilities in order to shorten walking distances. Operator Needs For the Operator group, a number of recommendations are made for incorporation into a new facility including; accommodation during long waiting times, a well-defined queuing and loading priority system, clear demarcation of different operators within the facility, a reception or office area, conference room and a cleaning equipment store. The passenger and operator needs above fulfill meet and fulfill functional criteria for the development of a new facility, which would be enhanced in consideration with the reality and economic dynamic of a transport facility within the urban context of the city of Johannesburg. Development Opportunities A number of City, Provincial and Government agencies, in the transport arena, have investigated opportunities for public transport systems to leverage opportunities for economic growth. Transport has been seen as an instrument for Change; with initiatives encouraging public transport to function at an optimum level, as a contributor to reshaping urban form and as a catalyst for the increase in development value of city-owned property around transport facilities. In order to maximize commercial opportunities on the site, exploitation of existing pedestrian desire lines across the site needs to be considered. Fundamental in supporting this is the separation between vehicles and pedestrians, in particular in minimizing the flows along De Villiers Street. At a level of detail, legibility and safety strategies need to be addressed and implemented on routes to and from a new Kazerne facility. High level analysis Vehicular Capacity Requirements The estimated total number of public transport vehicles to be accommodated within a new facility was based on consultation with Taxi associations during 2009 and further existing information, the key being, the City of Johannesburg document of September 2005, entitled ”Park City / Joubert Park Long-Distance Public Transport Hub Study”.


The document assessed the need to accommodate; Long distance intra-national taxis, Long distance inter-national taxis, Metered taxis, Long distances buses and Drop-off vehicles. The report indicated that the number of existing vehicles was obtained from two sources; being surveys of the long distance taxis and information obtained from various operators. Using the data gathered, the number of vehicles to be accommodated was estimated using a combination of; observed accumulation (number of waiting vehicles), anticipated recapitalised taxi fleet, anticipated growth and anticipated attraction. The number of vehicles is indicated in the table below :

Mode Waiting Vehicles

Recap Vehicles

Growth Attraction Total

Intra-National Taxis 705 300 150 0 450

Inter-National Taxis 60 30 15 0 45

Metered Taxis 75 0 15 10 100

Buses 35 0 15 0 50

Drop off 0 0 0 20 20

Total Requirements 875 330 195 30 665

Ref: City of Johannesburg: “ Park City / Joubert Park Long-Distance Public Transport Hub Study, 2005”

Using the data provided in the original report (indicated in the extract above), provision was made to accommodate the 495 recapitalised taxis and 50 buses.

We recommend that in order to facilitate a robust design, a new facility should allow for an ability to provide a 75% increase on those numbers at 88 buses and 866 recapitalised (35 seater) taxis.

The existing facility that exists at Kazerne, has a single access from Harrison Street and the adjacent bus facility has a left-in and left-out only, on Queen Elizabeth Drive; and partial access on Harrison Street. Neither is ideal and both are restrictive in terms of allowed movements and capacity. Thus full access to the transport hub from Carr Street is proposed.

Traffic Impact

The vehicular arrangements above would support the work recently completed by Arcus Gibb for the Johannesburg Development Agency, being the “Johannesburg Inner City Traffic & Transportation Study” which investigated and explored; planning for future taxi facilities and further circulation, access and pedestrianisation arrangements around, Noord Street, Jack Mincer and Park Central.


Pedestrian Accessibility

The lack of pedestrian accessibility is due to the fragmented grid around the existing Kazerne site and also due to the safety concerns in the area. A new Facility would have to aid pedestrian movements and in particular address the significant north / west movements countered by the strong east / west movements to the Kazerne site. A Space-Syntax study of 1997 also supports the observations and commentary noted above.

Geometric Layout and Maneuverability The proposed layout of the loading bays, holding areas and internal ramp needs to address a 6.5 metre long vehicle to represent a 35 seater recapitalized taxi and a 12 metre bus. Geometric component sizing through simulation software needs to address; minimum width of circulation roads, minimum widths of circulations aisles between loading islands, position of islands and ramp geometry in addressing minimum turning radii. The functional requirements and criteria arising out of observations of the existing Kazerne facility, contributed to the development of site recommendations and proposals.


Site Recommendations and Proposals Site Investigations In terms of developing the project, various land combinations were investigated, in relation to a number of selection criteria; including, area ( capacity ) and connectivity ( location ) opportunities. Land area was dependent upon the number of constructed transport floors that could be constructed on a site, and depending upon the amount of floors, this varied from land parcels of 40,000m2 – 170,000m2. Connectivity of the site, was a further crucial consideration in being able to address the congestion in the immediate environs of the Kazerne and consequently Park Station area. Consideration was further given to the aspect and current gradient of sites and finally the potential availability of sites. The investigations considered; the Kazerne site ( made up of the existing Kazerne facility and the Post Office site ), the Transnet site ( abutting the Post Office site ) and Park Station, including the Intersite site. A series of 16 options were compiled by means of a combination of constructed floor areas and land parcels from the above and a site combination was recommended for investigation. Site for Investigation The site is at a strategic location, in effect a ‘gateway ‘ to the Johannesburg inner-city. The site area is delimited by the Queen Elizabeth Bridge, Harrison Street, the Rea Vaya Bus Rapid Transit system, prioritised Gwigwi Mrwebi Street and the rail grounds.

The site also has a significant level change along its longest axis, and further the geological and ground conditions of the site are mediocre, requiring due and careful consideration in terms of engineering foundations in the design of the facility.

The site is also characterised by an existing rail-maintenance road underneath Queen Elizabeth Bridge. However, most importantly the site is well located, for immediate access to Park Station and its environs, and furthermore has direct access to the M1.

A number of other key issues, highlighted and contributed to the recommendation of the site selected, being; the challenges and opportunities as presented in the central business district ( CBD ), the high levels of target-user group demands for transport, significant levels of growth, particularly in the informal sector and the availability of useable land in the area.

Strategically and importantly, Kazerne is in a triangle of activity in effect bounded by Metro Mall, Park Station and Jack Mincer. In developing the pre-feasibility scheme on the site, proposals were made on the functional uses for the site itself.


Option and Recommendations : Recommended Facility Transport / Passenger and Development Requirements

In order to develop an order of magnitude costing, the areas were calculated for the site, with the recommended Option being developed with the following schedule of Areas :

Transport / Passenger / Development Requirements Area / m2

Taxi Holding / Ranking drop-off loading bays 95,600 Retail / Conference 36,000

Commercial, Hotel, Mixed Use 137,500

Proposed Interchange Passenger and Operator Journeys The proposed Interchange Facility integrates 2 transport modes: the Long-Distance Buses and Long-Distance Taxis. The pre-feasibility scheme accommodates the associated transport facilities on 4 levels, being Bus Holding and Bus Ranking Facilities, on two Basement levels and Taxi Ranking and Taxi Holding Facilities, at Ground and First Floor level. The total capacity of the Transport Interchange is as follows :

Basement -1.5 : Long-Distance Bus Holding • 153 Long-Distance Bus Holding bays

Basement -0.5 : Long-Distance Bus Ranking • 54 Long-Distance Bus Ranking bays

Street Level + 0.5 : Long-Distance Taxi Ranking • 67 Long-Distance Taxi Ranking (35 Seater) bays

Street Level +1.5 : Long-Distance Taxi Holding • 354 Long-Distance Taxi Ranking (35 Seater) bays

(Levels are provided in relation to the existing Kazerne Site level The above provision is for a combination of 207 buses and 421 taxis. In area terms, this total is equitable with a provision and combination of 88 buses and 866 taxis, depending on the layout parameters and vehicle movement planning )

The proposed layout of the loading areas, holdings areas and internal ramp was devised using a 6.5 metre long vehicle to represent a 35 seater recapitalised taxi and a 12metre bus. Using vehicle simulation software, the various geometric components were sized. The purpose of this was to create an operator and internal vehicle movement journey that provided a clear; chronology of movement between arrival and departure,


segregation between vehicles and pedestrians, minimised levels to simplify movements by reducing vertical circulation and increasing legibility, created a segregation between holding and ranking to maximise capacity, provided appropriate area between holding and ranking, minimised pedestrian walking distances, incorporated existing desire lines for pedestrians, provided flexibility and robustness of scheme to accommodate future trends ( vehicle types, destinations and operations ), provided simplified and rational overall movements and provided taxi drop-off along kerb of Harrison Street to enable ease of concourse access.

In tandem, a number of specific objectives were set to enhance the passenger movement and experience through the new facility; by providing safety areas where long waiting times could be catered for, segregating functional levels to provide clarity of operations, providing for dedicated working areas with space for commuter facilities and by designing clear movement routes.

Recommended Facility Design Features

These floors have been designed to; maximise efficiency and capacity by means of clear Transport Planning Strategy, provide clear and legible pedestrian circulation, provide efficient vehicular accessibility, maximise flexibility and adaptability for vehicular and operational requirements, provide for traveller comfort by means of appropriate passenger facilities and spacious concourse design, provide appropriate operator facilities, maximise integration of commercial opportunities, maximise horizontal and vertical intake of light and air, maximise pedestrian accessibility and permeability by means of connecting ground level concourse / connecting bridges / legibility of space, handle the structural and services requirements associated with Taxi and Bus Facilities; and provide appropriate passenger and operator facilities.

Passenger Journey Description

The proposed pre-feasibility scheme provides a clear accessibility strategy for pedestrians and for vehicle access. Vehicles enter the complex from an access route beneath Queen Elizabeth Bridge. The entire vertical vehicular circulation is concentrated around a central access ramp located along Harrison Street, with a spacious Fore-Court / Concourse, located along Gwigwi Mrwebi Street, providing direct, pedestrian, ground -level connectivity with the surrounding urban context. Pedestrian bridges and circulation cores along Harrison Street, provide direct connection to all Transport Levels from street level; and an East –West Link between Harrison and Simmonds Streets, provides direct connection to the lower Transport and Retail Concourse.

Mixed-Use Facility and Retail Offer The Facility has been planned in such a way that the Transport Interchange facilities at the lower level are spatially and operationally separate from the development above. The integration of a Mixed Use development has been a prerequisite of the proposal, due to this function contributing to Private Investment interest in addition to supporting


the development of the facility as a Gateway, integrated within the activities and fabric of the City.

In addition to the Retail found on the Transport Concourse and Interchange Forecourt, along with the active retail street frontage along the perimeter of the Facility, the following mixed use programme has been identified; Retail (3rd and 4th floor), Conference and Meeting facilities (3rd , 4th, 5th floor), Hotel (250 rooms) in Tower 1, Mixed Use – Commercial Space in Tower 1 and Mixed Use – Commercial Space in Tower 2. Access to the Mixed Use development would be provided by means of lobby areas at Ground level.

The functional and spatial arrangement provides opportunities for semi-public spaces at a higher level, tying into the broader skyline activities of the Johannesburg CBD. The integration of this type of collective space strengthens the potential of the retail offering and also enables vertical light and air intake into the lower Transport accommodation levels.

Architectural Language

The Integrated Road-Based Long-Distance Transport Facility aims to provide an architectural language responding to the clarity, legibility and accessibility required from Transport focussed spaces. In addition, it aims to provide an architectural expression of an iconic nature, reinforcing the Transport Facility’s importance as a Gateway to Johannesburg and as a beacon to the inspirational orientation of public transport in South Africa.

The architectural language of the Integrated proposal responds to the following Design characteristics; Kazerne as a marker for the Johannesburg Gateway, elegant / African contemporary language for Transport Facilities, activities at varies levels of the building skyline, clear separation of the Transport facilities / Mixed Use facilities, clarity of movement lines for pedestrians and vehicles, vertical / horizontal light intake, generous / spacious concourse design, permeable / active frontages, incorporation of a Forecourt as a city threshold and appropriate passenger and operator facilities.

Pre-Feasibility Scheme Cost Estimates In order to provide some basis for pre-feasibility testing, a broad estimate was undertaken based upon a series of meetings and drawings undertaken in developing a cost range for the pre-feasibility scheme. Square metre construction rates ( Q3-2009 ), based on ground and site access arrangements in this part of Johannesburg, are as tabled below :

Zone Rand / m2

Taxi Holding / Ranking drop-off loading bays R 6,900 - R 9,400

Retail / Conference R 13,700 - R15,000

Commercial R 11,000 - R12,000

Mixed Use R 12,000

Hotel R 13,000


The building works associated with the Transport Facility were estimated at R779,000. The construction rates compare favourably to other rates being obtained in the Sandton Business district of R 11 000 to R 13 000 per square metre.

Viability Considerations Historically, Transit Oriented Developments have had a significant track record of success where high levels of passenger modal transfer occur through large interchanges. Successful international examples exist in Mumbai, Beijing, London, Hong Kong and New York. However, significant changes to the private and institutional development market have occurred over the last 4 financial quarters. This has been brought about by the global economic and credit crisis and has had a significant effect on the confidence of investors to develop, and more importantly on the confidence of private entrepreneurs to take complex projects on board. Whilst these effects have been particularly strongly felt in the Northern Hemisphere, South Africa has been affected through its role as an international destination for investment. The Public Transport Sector has, however, shown significant growth internationally over the same period, with parastatal and government agencies investing heavily in infrastructure. Consequently the appetite for transit orientated projects whilst tempered, remains strong. Projects in India, China and Middle East bear witness to this trend. Land Consolidation and Procurement Structures The intended facility occupies Post Office and the current Kazerne Taxi facility site, and further abuts Transnet and PRASA property. In terms of ownership, the Kazerne taxi facility is owned by the City of Johannesburg, and pre-consultation and discussions will have to take place with the current owners to facilitate a smooth transition from the existing to the new facility. Previous discussions with the Post Office indicated collaboration would be possible for integrating the two sites, enabling construction of the facility, and further discussions are recommended in this regard. The final major land-owner in the area is Transnet, with PRASA / Intersite further on the Park Station site. It is a necessary requirement that in order for this facility to be realized that PRASA be a key part of the proposal, and actively engage in it’s realization. Whilst clearly, rail operational requirements are paramount to the success of the rail business, flexibility needs to be explored in accommodating others users and uses. Further, PRASA and Intersite have a significant asset in Park Station, which when taken in tandem with the Kazerne facility would enable an effective intermodal transfer to occur, allied with development and retail opportunities.


Consideration has been given to a range of delivery models, and in the current economic climate several factors come into play which influences the choice of model. Whilst a PPP approach ensures collaboration between the Private and Public Sector, due to the nature of the project a Development Lease is recommended, due to more than one Landowner being required to enable the development of the facility. Final Concluding Motivation and Recommendations The renewed leadership strength, vision and direction for commercialization in South Africa’s Rail and Transport Authorities adds further weight to this Facility. The proximity of Park Station and the demand generated by the Integrated Road-Based Long-Distance Transport Facility, will result in significant footfall volumes, stimulating commercial, retail, leisure and amenity activities, generating further economic development. In addition, the capital construction costs have indicated that out-turn build costs are in the order of R7,000 – R 13,000M2. Taken together with rental returns at significant margins over a 14 year period, potential economic benefits exist for Johannesburg, in terms of both private sector returns and contributions to the Public Purse; further contributing to and cementing Johannesburg’s place as a truly World Class African City. We thus recommend that :

1. The Proposal be taken forward in order to form a vital cog in addressing Inner City congestion via a Public Transport Facility.

2. That discussions take place with Land owners to explore land consolidation. 3. That funding sources and avenues are investigated with both government and /

or combinations of private investment companies and developers. 4. That the Pre-Feasibility Study be developed into a Preliminary Design, in order to

be used as a means of pre-consultation to facilitate discussions with stakeholders and appropriately packaged through the procurement route.

[email protected]

[email protected]

[email protected]

March 2010

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KazerneAn integrated proposal

September 20092009

Aims and Objectives

• To develop an integrated Long distance Taxi Facility on the Kazerne site, including all vehicular and pedestrian movements

• To cater for significant pedestrian movements across and alongside the site

• To capitalise on footfall to generate commercial uses

To explore the viability of a mixed-use and Transit Orientated Development proposal

• Improve inter-modal interchange integration

•

Aims and O

bjectives

N

Polokwane

NelspruitRustenburg

Johannesburg

Pretoria

Legend

Major Cities

Major roadsPassenger Rail Routes

NAMIBIA

BOTSWANA

ZIMBABWEMOZAMBIQUE

SWAZILAND

Routes

Aims and O

bjectivesThe Site

The site

1

4

32

109

8

5

6

7

1112

Legend

1) Existing Kazerne Building2) Access Ramp to Kazerne Building3) Access Road to Post Office Site 4) Decaying Post Office Shed5) Long Distance Bus Operation6) Prasa Maintenance Building7) Maintenance Road with Access Underneath Queen Elizabeth Building8) New Road Connection9) Informal Taxi Rank and Holding Area10) Sculpture, William Kentridge11) Metro Mall12) Metro Mall Vehicular Access

In Out

2

The Site The Site

The Site

1 2 3

54 6

87 9The Site

Area

• Strategic location at gateway to JOH Inner city

• Consists out of 3 sites: Kazerne site, Post office Site, Intersite site (optional)

• Delimited by Queen Elizabeth Bridge, Harrison Road, BRT prioritised Gwigwi Mrwebi Street and rail grounds.

• Significant level change across the site

• Existing rail maintenance road underneath Queen Elisabeth Bridge

• Well located for direct access to M1

• Critical ground conditions

• Total surface area is 30.130M2 (Intersite site 3580m2)

AreaArea Context

Area Context

• Proximity to Park Station

• Informal vs. Formal sector

• Challenges and opportunities of the CBD

• High levels of target user group demand

• Significant levels of growth

• Availability of useable area

• The Metro Mall, Park Station and Jack Mincer form a triangle of activity in which Kazerne is located

Transport Requirements


• BRT providing opportunities for pedestrian connection along Gwigwi Mrwebi Street

BRT limiting vehicular access opportunities along Gwigwi Mrwebi Street

Future BRT phase Harrison South of Gwigwi

Harrison Street is accommodating some of the diverted traffic from Rissik Street

Favourable access as site is located along arterials

•

•

•

•

Transport Analysis Vehicular Accessibility

Transport Analysis



Transport Analysis

Transport AnalysisPedestrian Accessibility

• BRT providing opportunities for pedestrian accessibility along Gwigwi Mrwebi Street

• Significant East-West Pedestrian desire lines between Park Station and Kazerne Direction

• Lack of integration between inter-modal interchange facilities

Conflicting pedestrian/vehicular flows • Lack of accessibility because of fragmented grid

around Kazerne site

Reduced accessibility because of lack of safety

•

•

Pedestrian Movem

ent

Pedestrian Movement

AM inbound AM outbound

Pedestrian Movem

ent

Pedestrian Movement

PM inbound PM outbound

1.The ParkStation complexdislocatingaccess,particularly in aneast-westdirection

2.Short streetconnectionslocated west ofJoubert Park,including Leyds,Bok and KochStreets

3.The dislocation of Devilliers Street by Kazerne Parking Garage at itswestern end and Jack Mincer Taxi Rank at its eastern end

4.The inaccessibility and isolation of areas that are distant from the maineast-west movement axis through the centre of Joubert Park

Space Syntax Study (1997)

Space SyntaxCom

mercial O

pportunities

Commercial Opportunities

• The need to capitalise on significant passenger volumes and pedestrian footfall

• Solutions need to be ambitious yet, pragmatic, realistic and deliverable

• Addressing and meeting needs to be commercially successful

• The role of the Public Sector and the Private Sector

• An investigation of opportunities

A Tourist Destination

A Tourist Destination

• Best view of Johannesburg and environs

• Commercial failure, particularly low numbers

• Potential alternative public high-rise competitors

Lack of other destination/destination offers in immediate environs

Proposal not to include this type of offer at Kazerne

•

•

VIEW FROM INSIDE THE CARLTON TOWER

Carlton centre

VIEW FROM INSIDE THE CARLTON TOWER

The Cultural Attractor

The Cultural Attractor

• Site of significant cultural value; Fort and Court

• Art collection, heritage value, cultural tour

• Currently visitor numbers low

With significant review of content offering and a real destination restaurant offering, numbers would increase

Proposal not to include this type of offer at Kazerne

•

•

Constitutional Court, Entrance

The Area Schedule

The Woman’s Jail

Constitutional HillThe Jail

Constitutional Court

The European M

ixed-use Quarter m

odel

• Success of mixed use

• Pedestrian friendly, urban realm attributes

• High occupancy levels and good rental returns

High security levels - virtually gated community

Proposal not to include this type due to lack of integration within a CBD model

•

•

The European Mixed-use Quarter model

Melrose Arch

• High-end retail offer; Prada / Gucci / Louis Vuitton

• Local commuters do not make use of facility

• High-end retail offer marginal through secure access route/security

Divorced from an integrated retail offer

Exclusive, rather than all encompassing and inclusive

Proposal not to include this type of retail offer, due to well established Sandton / Rosebank / Soweto offering and due to it’s excluding nature.

•

•

•

Shangai, china: Transit Orientated D

evelopment

Shanghai, China :Transit Orientated Development

Prada, Asia

Shibuya Station Interchange Tokyo

• Success of Transport Interchange Integration with significant retail offer

• Maximising opportunities of large footfall

• Maximising connectivity and accessibility

Mixed retail offer from high end to mid range • Pedestrian friendly, urban realm attributes

• High occupancy levels and good rental returns

High security levels

24 hour offer

•

•

•

Shibuya Station Interchange Tokyo The Asian integrated high density model

Shibuya Station Quarter

Metro M

all

Metro Mall Johannesburg

An innovative approach to an Interchange retail

• Solely fast commuter focused retail

• Innovative contemporary spatial design

• Segregated pedestrian and vehicular flow

• Retail located along the edges of the transport facility

• Retail insufficiently permeable towards broader city context

• Does not maximise the opportunities of the footfall

Proposal no to include this offer nor the retail arrangement

•

Inner City mid-m

arket retail

Inner City mid-market Retail

• High unit occupancy levels

• Mid-market retail offer

• High levels of demand

Understanding of the market and target user groups

A broaden retail offer is limited due to access to Public transport node

•

•

Carlton Centre,

Kazerne’s OfferRetail

• Mid-market retail offer

• Significant area requirements and availabilityKazerne’s O

ffer

Maponya Mall, Soweto

Kazerne’s Offer

Kazerne’s OfferRetail city: Capitalising on the Transport Interchange Node

• Significant differentiator is the access to the node

• Opportunity to bulk up on goods, i.e. Electronics/black and white goods

Development of Electronics/Audio-visual city

Box goods distribution. e.g a targeted Makro type offering

• Significant storage, lock-up and otherwise required

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Kazerne’s OfferProviding for targeted office accommodation

• Businesses associated with Johannesburg and international destinations of the node

• Development of ‘serviced offices’ concept

• Meeting / Conference / Function rooms

• Travel Agents

• Internet access

• Business Support

• Investigate attracting a Brand leader in the field to the site.

E.g. World Trade Centre or Refuse serviced offices to ensure thresholds

Kazerne’s Offer

Kazerne’s OfferProviding for the Business Community

• Accommodation and restaurant requirements

• One star offer and a three star offer

Restaurant offer on roof top•

Kazerne’s Offer

1

Arrival with luggage by foot or by Local Taxi

Kazerne User Groups

The Scheme

2

Find location of departure by talking to queue marshals (Large masses of people, approx 400

The Scheme

0)

3

Arrival at Taxi Rank location for departure

The Scheme

4

Register of name and Payment at Taxi Kiosk

The Scheme

35

Queuing in line at Taxi Rank

The Scheme

6

6. Awaiting availability of taxis.

Not confirmed when taxi arrives.

Not confirmed when taxi is full enough to leave.

Waiting for approx. 4-6 hrs.

Not possible to leave the waiting queue as no dedicated seating in place.

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The Scheme

37

When 15 passengers have arrived taxi can depart

The Scheme

8

Boarding of Taxi

The Scheme

39

Departure

The Scheme

Existing Kazerne Operations

• Majority of Long Distance Taxi Users arrive at Kazerne by foot or by local Taxi

Commuters arriving/departing with high volumes of luggage

Long Distance Taxi Activities: Peak Fri/Sun, Highest Peak last Fri of the month (pay day)

Limited operational hours (no operations after 10 Pm or when lack of demand)

Long waiting times without facilities nor information

Inadequate provision of affordable luggage storage/ locker facilities

Luggage storage facilities

Lack of signage/ operational information

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Scheme Benchm

arking

• Access Routes with natural surveillance

• Provision of Safety routes for pedestrians

• Loading/Holding located at centre of rank; circulation at periphery

Flexibility of break out “concourse “space shared by all destinations.

• Segregated pedestrian movement

• Opportunity for managed trade

People can wait around with luggage

• Traffic congestion

Clarity of layout

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Proposed Kazerne OperationsBenchmarking, Park City – Wanderers

Scheme Benchm

arking

Benchmarking

Wanderers

Scheme Benchm

arkingKazerne U

ser Groups

Kazerne User GroupsPassenger Needs (Park city/Joubert Park Long Distance Public Transport Hub Study - September 2005)

• Shelter against elements

Clear indication of destinations served

Ablution facilities

Traffic safety

Lighting

Security

Luggage storage facilities

Seats for sitting during waiting times

Segregation of pedestrians and passengers from motorised traffic

Off-road pedestrian and passenger routes through public transport facilities to shorten walking distances

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Kazerne User G

roups

• Accommodation during long waiting times

• Well defined queuing and loading priority system

• Clear demarcation of different operators within the facility

A reception or office area

• A conference or meeting room

• A store for cleaning equipment

A reception or office area

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Kazerne User GroupsOperator Needs (Park city/Joubert Park Long Distance Public Transport Hub Study - September 2005)

• Maximising commercial and other opportunities along existing desire line for pedestrians

Segregation between vehicles and pedestrians

Minimising conflict with high pedestrian flows along De Villiers Street

Legibility and Safety of access routes to and from Kazerne

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Kazerne Transport Interchange Proposal Pedestrian Accessibility and Desire Lines

Kazerne Transport Interchange Proposal

Minimising conflict with high pedestrian flows along De Villiers Street

New link underneath Queen Elisabeth Bridge is enabling segregation of taxi traffic from cars

Favourable access as site is located along arterials

New link is providing convenient and direct access to M1 Motorway

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Kazerne Transport Interchange Proposal Vehicular Accessibility to Site


• Chronology of movement flow between arrival and departure

Segregation between vehicles and pedestrians

Minimise levels to simplify movements, reduces vertical circulation, increases legibility

Segregation holding and ranking to maximise capacity

Proximity between holding and ranking

Minimising pedestrian walking distances

Incorporating existing desire line for pedestrians

Flexibility and robustness of scheme to accommodate future trends (vehicle types, destinations, operations, etc.)

• Simplified and rational overall arrangements

• Metered taxi drop-off along kerb of Harrison Street enables easy access to concourse

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Kazerne Transport Interchange Proposal Proposed Internal Vehicular Movement


Kazerne Transport Interchange ProposalProposed Passenger Movement

• Long waiting times is to happen in safety zones.

Segregation of functional levels provides clarity of operations

Clarity of signage and way finding

Dedicated waiting areas with space for commuter facilities

Clear pedestrian movement routes

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Taxi Vehicle Requirements

Vehicle Requirements

Bus Vehicle Requirements

Vehicular Capacity and Site Analysis

��

Site and Project Parameters

Site

• Long Distance becomes International

Optional Sites of Study Area

Combination M

atrix

1A1 Taxis Only1A2 Remove 2 Levels

Buses to Park City

Option ITSC A

Combination M

atrix

1B1 Taxis and Buses Mixed1B2 Remove 2 Levels

Option ITSC B

Combination M

atrix

3A1 Taxis Only3A2 Taxis and Buses Mixed

Option - Post Office, Kazerne and PRASA Site

Combinations M

atrix


Option - Kazerne, PRASA Site and Transnet

Consolidated Option


Consolidated Option - Post Office and Kazerne

Dedicated Access

• New Link road connecting to M1 Carr Street Interchnage

Taxis, Buses and Service Vehicles only

Passes beneath streets and bridges

Bypasses traffic congestion, pedestrians and traders

East, West and South connections via M1

North connections via Mandela Bridge

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Dedicated Access

Integration with Park Station

Pedestrian AccessArea Schedule

Area Schedule

Reference Design

Option 2A2

The Proposed reference design incorporates Long Distance Buses and Taxis on the

Kaserne and Post Office Site

•

Long Distance Integrated Road Based Vehicular Based Faclity

Proposed Architectural Language

• Kazerne as a marker at the Gateway of Johannesburg

• Elegant, African, contemporary language for Transport Facilities

Activities at varies levels of the building including skyline

Clear segregation between the Transport facilities and the Mixed use facilities

Clarity of movement lines for pedestrians and vehicles

Vertical and horizontal light intake

Generous spacious concourse design

Permeable and active frontages

Incorporation of a Forecourt as a threshold to the city

Appropriate passenger and operator facilities

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Proposed Architectural Language

Longitudinal Section


Plan - Bus Holding Level


Plan - Bus Ranking Level


Plan - Taxi Ranking Level

Long Distance Integrated Road Based Vehicular Based FaclityLong Distance Integrated Road Based Vehicular Based Faclity

Plan - Taxi Holding Level


Area Schedule

Area Schedule

1. Holding levelOperator’s facilities 3120m²Holding floor area including circulation 21090m²Holding Capacity 370 total (35 seater)

2. Mezzanine/drop-off levelMezzanine/drop-off floor area including circulation 9825m²Storage 13430m²Taxi operator staff area & backup 813m²Commuter facilities 420m²Drop-off Capacity 60 total (35 seater)

3. Lower ranking levelReception lobby area 915m²Retail 2010m²Mixed use 1325m²Taxi off-street parking [14 bays] 435m²Driver’s facilities 3000m²Lower ranking floor area including circulation 12130m²Lower Ranking Capacity 90 total (35 seater)Off-street Meter Taxi Drop-off parking bays 14[Harrison street]

4. Upper ranking levelUpper ranking floor area including circulation 11650m²Driver’s facilities 2935m²Mixed-use 10095m²Upper Ranking Capacity 74 total (35 seater)

Area Schedule5. MiscellaneousHolding capacity 411General floor plate area 27900m²

Retail (1,5 floors) 41 850m²

Hotel (250 room) 6000m²Conference - meeting facilities 5000m²

Commercial space - Tower 1 (15 storeys) 109 500m²Commercial space - Tower 2 (12 storeys) 103 360m²Area Schedule

Supporting Material

Integrated Road Based Long Distance Trasnport Facility - Long Distance Taxis

Variant 2A1(2009)

Kaserne and Post Office Site

International Transit Shopping Centre (ITSC) Scheme (2007) - Taxis and Buses

Kaserne, Post Office Site and PRASA Site

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Plan - Taxi Holding Basem

ent Level

Integrated Road Based Long Distance Facility - Long Distance Taxis

Plan - Taxi Drop O

ff Mezanine Level


Plan - Tazi Ranking Lower Level


Plan - Taxi Ranking Upper Level


Plan - Retail Lower Level and M

etered Taxi Drop O

ff-


Plan - SDP Basem

ent -2

Integrated Transit Shopping Centre (ITSC)

Plan - SDP M

ezz-1.5


Plan - SDP Basem

ent -1


Plan - SDP M

ezz - 0.5


Plan - SDP G

round Floor


CONTACT DETAILSBlock E, Pinmill Farm164 Katherine StreetSandown, JohannesburgSouth Africa

[email protected]

leszek.dobrovolsky@arup

C Kazerne report v5.1.pdfB Kazerne mayco presentation small

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