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Project:Safety and Operations Study of Durban Container Terminal Pier 2

Quick Wins Report

Reference:109616

Prepared for: TPT

Revision:03

18 March 2014

Project109616File Quick+Wins+Report-Rev03.docx18 March 2014 Revision 03

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Document prepared by:

Aurecon South Africa (Pty) Ltd

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Document control

Report Title Quick Wins Report

Document ID Project Number 109616

File Path P:\Projects\109616 ITS Road & Safety Study Dbn Terminal\Project Delivery\6 REP\Quick Wins Report.docx

Client TPT Client Contact Sifiso Mavuso

Rev Date Revision Details/Status Prepared by Author Verifier Approver

01 25 October 2013 Submission to Client A Stevenson N Lubout M van Tonder

02 05 March 2014 Re-submission to Client A Stevenson A Stevenson

M van Tonder

03 18 March 2014 Final Submission to Client

Current Revision 03

Approval

Author Signature Approver Signature

Name Ashley Stevenson Name Mike van Tonder

Title Transport Engineer Title Technical Director

Project 109616File Quick+Wins+Report-Rev03.docx18 March 2014 Revision 03Page 1

Contents 1. Introduction 1

2. Quick Wins 2

2.1 Formalisation of Seafarer Entrance to Staging 2

2.2 Development of Truck Driver Database and Driver Induction 3

2.3 Amend Conditions of Trade Document – Addition of Addendum 4

2.4 Enforcement 5

2.5 Pre-A Check 7

2.6 A Check 8

2.7 Staging Area 9

2.8 Breede Road Security Check, Guard Pedestal and Crash Protection 10

2.9 Interchange Zones 13

2.10 Internal Roundabout Improvements 14

2.11 Other General Improvements 14

3. Summary of Costs and Professional Fees 15

Index of Figures

Figure 1: Current A Check Ticket 8

Figure 2 Anti-terrorism barrier type examples 9

Figure 3: Breede Road Security Check 11

Figure 4: Breede Road Signalised Intersection Layout and Peak Volumes 12

Figure 5: Breede Road Signalised Intersection Phasing Summary 12

Figure 6: Breede Road Signalised Intersection Movement Summary 13

1. Introduction

Aurecon were commissioned by Transnet Port Terminals (TPT) in May 2013 to undertake the Traffic

Impact Study for the Durban RO-RO Terminal and the Durban Container Terminal (DCT). Shortly

after the commencement of this commission a number of major safety incidents occurred on site

involving private trucks, one of which resulted in the death of a TPT worker. These events triggered

the need for a safety and operations review of the private truck processing at the DCT.

Aurecon undertook a site visit of the DCT to observe the current operations and gathered data from

the safety division of TPT. These observations and data were then used to identify the key issues that

lead to the safety incidents and congestion on the local road network. These were:

Key Site Observations:

Limited enforcement of rules

No driver accountability due to drivers not being linked to the truck

High levels of driver/truck interactions

Drivers lack of respect for TPT workers, rules and procedures

Drivers are not inducted by TPT safety

Reversing movements at interchange zones (ITZ) cause delay and damage to TPT assets

Limited physical controls of trucks (ie, signage, barrier systems etc)

Key Safety Issues:

Reversing collisions

Boom Gate collisions

Over height collisions

Unsafe practices at ITZ areas

TPT worker (pedestrian) fatality

High Speed truck crash

Following the collation and analysis of this data Aurecon presented “Quick Wins” and “Long Term

Solutions” to TPT in a workshop. Feedback was gathered from this workshop and these solutions

have since been refined as follows:

Quick Wins

Seafarer Road Entry Formalisation

Development of Truck Driver Database and Driver Induction

Amend Conditions of Trade Document – Addition of Addendum

Enforcement

Pre-A Check

A Check

Staging Area

Breede Road Security Check Guard Pedestal and Crash Protection

Interchange Zones

Other General Improvements

Long Term Solutions

Compulsory Booking System

Satellite Tags

Staging Area to Breede Road Additional Lane

Consolidate security check with Camco and M-Gate

Off Site Staging – Freight Holding Area Study (eThekwini Municipality)

SARS to move out of Terminal area

Aurecon recommended that TPT seek to further develop and implement the “Quick Wins” identified in

the short term to see the maximum benefit and improvement to safety and efficient operations of the

DCT. It was also recommended that the long term solutions be developed further alongside other long

term developments of the DCT to ensure a fully integrated and safe container terminal is created.

This report details the quick wins and the estimated costs associated with the implementation of each

solution. These estimates will enable TPT to prioritize the solutions for implementation based on

financial outlay and benefit associated with each.

Background information and methodology for the development of these “Quick Wins” can be found in

the Recommendations Report Rev 02 dated 17 September 2013.

2. Quick Wins

Many issues have been identified through the site visit and subsequent data and information review

and workshops with TPT. The following suggestions for improvements cover the issues identified

above and could be implemented in the short term. The costs presented in this report are high level

cost estimates.

2.1 Formalisation of Seafarer Entrance to Staging

2.1.1 Purpose

Seafarer Road has been converted to two lane one way approximately 150m before the entrance to

the staging area. The purpose of formalising this two lane entrance is to improve the safety of

Transnet workers and to provide a gated system which allows TPT to approve or deny access into

their site. This will reduce the amount of truck congestion in the area and make Pre A Check more

efficient.

2.1.2 Actions

The actions required to undertake the formalising of the existing entrance on Seafarer Road are as

follows:

Schematic shown in Drawing 109616/LAY/013 in Appendix A

Assessment of current pavement condition and make any repairs needed although not

anticipated

Road Marking

Signposting

Kerbing

Drainage improvements (pooling of water witnessed on site near Sharkmesher Road

intersection)

2.1.3 Responsible Parties

TPT is the responsible party to undertake the above actions.

2.1.4 Cost Estimate

It has been estimated that the cost of this conversion (including a pavement overlay) will be around

R374 000,00 excluding VAT. This would need to be confirmed by undertaking a pavement condition

survey to ascertain the repairs or strengthening required.

2.2 Development of Truck Driver Database and Driver Induction

2.2.1 Purpose

Currently there is no system in place to identify the drivers of private trucks which creates problems in

enforcement of terminal rules, further to this, drivers are not inducted in the TPT mandatory safety

induction system making them the only personnel that operate within the terminal without induction.

The purpose of the driver database and driver induction is to ensure the identity of the drivers entering

the terminal is known to TPT and they are educated about the rules and processes they have to follow

within the terminal. This will create a better educated driver base and ensure that any enforcement

that needs to be carried out by TPT is done against the correct driver of the truck at the time of the

incident.

2.2.2 Actions

A driver database is to be developed that integrates with the existing NAVIS system and identifies

the following fields:

Name John Smith

Nationality South African

Licence Number ########

Employer XYZ Shipping

Mobile Number +27 ## ### ###

Demerit Balance ##

Fingerprint

Database will be developed for all Transnet ports, similar to the existing truck database. This can

then be used to monitor excessive driving hours, infringements at other ports etc.

Development of a set of Terms of Terminal Use for container truck drivers that include road safety

and terminal use rules and offences that will result in a formal warning or infringement notice and

accompanying demerit points.

A driver safety induction is to be developed and registration of drivers in the database is to be

undertaken at the induction (ie. no induction, no registration, no access past Pre-A Check)

All drivers are to be inducted including recording of their finger prints in a biometric system

that can be linked into NAVIS and are required to sign that they have read the Terms of

Terminal Use and understand the warning, demerit and suspension process.

Drivers mobile numbers can be included in this database however there it is noted that drivers

do not tend to hold a mobile number consistently so this may prove problematic.

A facility for the inductions is to be developed with adequate seating and presentation equipment.

This could be located in the existing staging area help centre / control room. Truck parking for

inductees can be provided in the staging area in the initial rush of inductions then reduced

permanent truck parking area provided once most are inducted. While the staging area is used for

inductee parking delineated pathways and additional safety staff are to be provided to ensure

drivers are safe when walking from truck to the induction centre.


The responsibility for the development and implementation of this system is TPT through NAVIS,

however, it also requires cooperation from the Trucking Companies and their drivers.

2.2.4 Cost Estimate

It has been estimated that the cost of this including the following:

A new training building that will also contain the database

Development of the new driver database

Integration with Navis

Development of training material

Training personnel to train the drivers and manage the database

Fingerprint and photographic equipment

will be approximately R2,8 Million exc VAT.

2.3 Amend Conditions of Trade Document – Addition of Addendum

2.3.1 Purpose

The Conditions of Trade Document for Container Terminals needs to be amended to detail the new

processing of trucks and the responsibilities of the Trucking Companies. This is to include information

detailing the requirements of their drivers and the system of enforcement of rules and regulations

within the Terminal area, including the penalties associated with infringements. This will ensure that

the Trucking Companies are aware of what is expected and will empower them to ensure their drivers

are obeying the rules.

2.3.2 Actions

An addendum to the Conditions of Trade for Container Terminals will be developed and include

the following information:

New clauses describing the new requirements and information

Driver database information requirements

Driver induction requirements

List violations and associated demerit points

Identify when a driver will be suspended from accessing the terminal after the maximum

number of infringements

Terms of Terminal Use for container truck drivers as described above

Trucking Companies will need to sign their agreement to these new terms


The responsible party for the development and implementation of the above will be TPT, however,

Truck Companies will also need to read and sign the addendum to continue their trade within the

terminal.

2.3.4 Cost Estimate

The costs associated with the development of this addendum has been estimated at R275 000,00 if it

is done by Aurecon.

2.4 Enforcement

2.4.1 Purpose

Currently no formal enforcement practices are undertaken within the Terminal. If a driver commits an

offence, has an un-roadworthy truck or breaks down, a TPT worker may call in to cancel the container

but there are no infringement notices issued or any action taken against the driver by TPT. This

current practice also relies on the incident being witnessed by a TPT worker with the authority to order

a container cancellation. When a driver commits a driving or safety offence TPT notifies the trucking

company to discipline their driver. This means there is no guarantee that a driver is disciplined at all.

The development of an enforcement policy will empower TPT to enforce their rules on drivers and the

Trucking Companies they work for and hand out infringement notices with disciplinary action. This will

ensure that all personnel within the terminal are acting responsibly and safely.

2.4.2 Actions

The Terms of Terminal Use and Conditions of Trade that each driver and company will sign is to

identify the enforcement power of TPT to enforce the set of rules for driver behaviour and the

implications associated with non-conformance to these rules.

TPT is to train their staff to identify and report infringements

CCTV footage will be used to identify infringements

Numberplate recognition, speed monitoring and other ITS applications will be installed to aid in the

enforcement and fine issuing. Recommended locations for these and CCTV are identified on

109616/LAY/010 in Appendix A.

Demerit points will be issued based on the infringement committed

Suspension of drivers will be enforced once a maximum number of demerit points are

accumulated

Construction of a Control Room to monitor and operate the new ITS system for the private truck

process at Pier 2 (entry to exit). A brief Owner Requirement Specification is below:

Elevated observation floor to oversee staging area with floor to ceiling windows

Desks for 4 operators and 1 supervisor

LAN

Electricity

UPS

Generator

CCTV

Printers

5 x PCs with double screens

Switches

Radios & Antennas

Biometric Access

Internet + Backup

Large Screens

Rack + Server Room

Raised platform

Raised floor

VGA Switches

DSTV

Telephones

Furniture

Canteen

Meeting Room

Restroom

Ablution

Standard Operating Procedures

Operational Plan

Software:

CCTV

Tasks/Initiatives

Call taking, Incident Management

ITS

Lift to provide equitable access (optional)

Staff:

supervisor

shift system

operators

training

It is not anticipated that an EIA will be required for the site of the Control Room. It is however,

located in an estuary area according to the eThekwini Estuary Management Plan however it is not

according to the eThekwini Spatial Development Framework. Due to this an application according

to GN 546 is required and the Department of Environmental Affairs will then take a decision as to

whether an EIA is required for the site.

Drawings showing the recommended locations of ITS items and their descriptions can be found in

Appendix A (Drawings 109616/LAY/010 and 011). The control room layout and elevations can be

found in 109616-DET-001.


The responsible parties for the enforcement of Terminal rules will be TPT and if necessary the Metro

Police (in extreme circumstances). It is also important to note that the roads on approach to the

Terminal (namely Bayhead and Langeberg Road) are public roads and as such Transnet will not have

enforcement rights over them. If a traffic infringement is committed on these roads it is the

responsibility of the Metro Police to enforce and issue infringement notices/fines. For instance while

TPT are able to refuse entry to the Terminal area for drivers who fail a breathalyser test it is not ethical

to turn the driver onto a public road where he/she may cause harm to the public. A system of

communication between TPT enforcement and Metro Police must be set up to handle such cases.

This system can also be used to assist the Metro Police to catch and fine drivers committing traffic

offences along the nearby roads surveyed by TPT, thus enhancing the safety of the general area.

2.4.4 Cost Estimate

This is the biggest component of the project as it contains the following elements required to enforce

the new system:

Road Blockers

CCTV Cameras

Numberplate Recognition

Variable Message Signs

Gantries for the Signs

Boom gates

Kerb Barriers

New Jersey Barriers

Cabling

A new Control Room Complete

Over Height Detection

Weigh in Motion

Speed Monitoring Equipment

Video Management System

Based on the conceptual design it has been estimated that this will amount to R15,75 Million exc VAT,

however, the final amount will depend on the detail design and then it can be tailored to suit a given

budget as well.

2.5 Pre-A Check

2.5.1 Purpose

Currently the Pre-A Check Point’s sole purpose is to breathalyse drivers before they enter Transnet

property. This is done by a TPT worker who stands on a pedestal with a hand held device. The

worker is in a very vulnerable position and the pedestal has no crash protection. The purpose of

improvements to this check point will be as follows:

Eliminate human intervention

Link truck, driver and breathalyser test data together.

Disallowing the entry of drivers who fail the breathalyser test, have been suspended due to

previous infringements, have not completed a safety induction or are driving an overweight

vehicle.

2.5.2 Actions

Build two electronic kiosks on Sharkmesher Road

Develop system and infrastructure for alcohol, fingerprint screening and RFID scan to eliminate

the human intervention at this location. This system will also link the registered driver to the

registered truck for the time they are within the Terminal area. If the driver then commits an

offence it can be recorded against the driver and the driver informed of the infringement and its

consequences. A schematic of this is shown in Appendix A.

A system for rejection of entry of a driver will utilise the following controls (as shown in Drawing

109616/LAY/004 in Appendix A):

Red light / green light and boom gate control

Minor geometry changes

Signage

Intercom to communicate with the Help Centre / Security

Over height detection will also be implemented at pre A-check and this information linked to the

truck to ensure the truck is not allowed in restricted height areas through the use of numberplate

recognition.

A holding area is to be provided for drivers who fail the breathalyser test to ensure they do not

drive back onto public roads causing a risk to other road users. This will need to be developed in

conjunction with Metro Police.

Access into the help desk area is also to be allowed for any trucks that swipe their RFID at Pre A

Check but are not registered in the system etc.

Weigh In Motion scales are to be installed at A Check to ensure trucks carrying overweight

containers are not allowed into the terminal area.

A check with the Nationals Traffic Information System (eNATIS) can also be done here to ensure

the vehicle roadworthy certificate is up to date. However, consideration will have to be given on

how to deal with international vehicles not registered in eNATIS.


TPT will be responsible for the construction of physical changes and implementation of ITS solutions,

however, the Metro Police will need involvement in the development of a holding area for drivers who

fail the breathalyser.

2.5.4 Cost Estimate

The cost of implementing this new access control system has been estimated at approximately R1,6

Million exc VAT.

2.6 A Check

2.6.1 Purpose

Currently the A Check gate’s purpose is to allocate a truck to the appropriate interchange zone. The

truck driver scans his RFID card and receives a ticket showing the ITZ he is to go to. An example of

which is shown below in Figure 1. The purpose of improvements to the A Check Point is to improve

the efficiency of the A Check process and to give additional information and guidance to drivers for

their staging lane allocation eliminating the need for TPT staff to direct trucks in the staging area.

Figure 1: Current A Check Ticket

2.6.2 Actions

A Check staff will issue a ticket identifying the ITZ and container allocation as well as staging lane

the driver is to proceed to. A paperless system could be deployed however it is noted that some

drivers use the A Check slip as proof of delivery etc.

A Check staff will also perform a PPE check and issue an infringement if correct PPE is not worn.

If driver does not have the correct PPE in his possession he will not be allocated a lane and will be

directed to the Help Center for further action.


TPT will be responsible for the implementation of the ITS systems and training of staff to allow the

above actions to be carried out.

2.6.4 Cost Estimate

As advised by TPT the NAVIS system will not be used to undertake the above changes. The new

system for the driver database application will also handle the A Check lane allocation. NAVIS will

have to produce an electronic output of container and collector information into this new system. It is

anticipated that the lane allocation system will cost approximately R100 000 to develop and integrate

with NAVIS outputs.

2.7 Staging Area

2.7.1 Purpose

The current operations of the staging area are unsafe and this was proven when a TPT worker was hit

by a truck and killed in May 2013. The purpose of the improvements suggested for the staging area is

to eliminate the human/truck interaction so no workers are exposed to this risk in future. There are

many issues to consider when developing solutions for the staging area, some of which are listed

below:

When drivers are staged for a long period of time they may sleep or want to get out of their trucks

to use the toilet etc. When drivers sleep they are generally woken by TPT workers walking down

the staging lane. The movement of these pedestrians needs to be controlled or eliminated.

The drivers are directed to their staging lane by a TPT worker on foot, this unsafe practice needs

to be eliminated.

TPT workers stand at the staging lanes exit to notify trucks and direct them out of the staging

area, they occasionally have to walk down the lanes to move inattentive/sleeping drivers. This

process needs to be automated into an ITS solution and pedestrians eliminated.

Drivers currently get impatient in the staging area and will change lanes to one that is being

released before theirs (fatal incident occurred due to this practice). This practice needs to be

eliminated and infringements issued to any offenders.

2.7.2 Actions

Physical changes relating to the following can be seen in Drawing 109616/LAY/005 in AppendixA:

The staging lane entrance is to be controlled with either lighting or an automated boom gate

control to ensure trucks enter the correct lane. Consideration is to be given to the type of boom

gates used here due to the many recorded incidents of trucks hitting the existing boom gates.

Anti-terrorism vehicle barriers could be used to provide a much more resilient system to truck

collisions. Some barrier types are shown below

a) Avon RB780 Road Blocker b) Pro Barrier “Arrestor”

Figure 2 Anti-terrorism barrier type examples

Any drivers leaving their truck to use toilets will be required to walk down alongside the lane, not

across lanes, and will only be allowed to cross the staging entry and exit areas when traffic is

clear. It will also be required that drivers must be in their vehicles at least 5 minutes before their

lane is released in the case of the extended staging of their truck.

Warning lights, VMS and/or alarms will be used in staging lanes to inform drivers when the lane is

expected to be released. A warning may be given 15/10/5 minutes from release time to ensure all

drivers are alert and in their trucks. If trucks still do not move with this system in place (broken

down etc) a TPT staff member may use a golf cart (or similar) vehicle with warning light to drive

down the obstructed lane to attend to the issue, this will ensure that TPT workers are not walking

or running through the staging area when incidents such as this occur.

A PA system will be developed in order for TPT workers to notify drivers of their turn to leave the

staging area

Number plate recognition on the staging lane exit will identify a truck that changed lanes illegally

and can record the truck/driver combination with an offence and possibly disallow progression

from the staging area using the above barrier types.

Control of the staging area lanes exit will occur with boom gates that go down behind the last truck

in the lane. This will reduce the practice of drivers changing lanes to skip ahead of trucks that

arrived before them.

Each lane is to be monitored for capacity using lane sensors. This will allow the lane to be closed

when it is full and will disseminate this information through to A check for lane allocation to

entering trucks.

A control room is to be located within the staging area with links to the ITZ operations control. An

automated calling system is to be set up between the ITZ’s and staging areas that determine the

amount of trucks to be released at certain intervals based on capacity and demand at the ITZ’s.

This will be done through use of number plate recognition, parking sensors and an adaptive

algorithm applied in real time that operates on an initial truck calling plan. The adaptive algorithm

produces small, frequent changes in the calling plan parameters based on variables such as:

Number of trucks at ITZ

Number of trucks between Staging and ITZ

Number of ITZ bays in operation

Number of straddle carriers in operation

The system will also be able to be manually overridden by the control centres when random events

such as high winds or safety incidents etc occur on site.


The party responsible for the changes to the staging area is TPT.

2.7.4 Cost Estimate

It has been estimated that the cost of the above will be approximately R2,30 Million exc VAT, however

this can be refined in the detail design stage and can be tailored to suit a given budget.

2.8 Breede Road Security Check, Guard Pedestal and Crash Protection

2.8.1 Purpose

Under existing conditions the security guards at the Breede Road Security Check are very exposed to

potential injury. As shown below there is no protective structure to ensure their safety. In addition to

this, the continuous act of climbing up onto each truck is a safety risk. The purpose of constructing a

pedestal with crash protection is to provide a more efficient and thorough method of checking and

provide the security guards with adequate protection from the following risks:

Truck crash

Slips, trips and falls

Environmental elements (sun, heat, rain, hail etc)

The existing intersection of Breede Road and Langeberg Road is very dangerous. A high volume of

truck traffic coupled with opposing private vehicle movements into and out of Breede Road presents a

high crash risk at this location. The intersection geometry and existing line marking and signage is

also poor and requires major upgrading.

Figure 3: Breede Road Security Check

2.8.2 Actions

A layout of the following proposed infrastructure can be seen in Drawing 109616/LAY/006 in Appendix

A.

Construct a covered pedestal for the security guard to conduct inspections of each truck cab with

crash protection. If desired the pedestal can be extended to allow for the inspection of more than

one truck at a time. However, the narrow width of the rail overpass prior to the intersection could

restrict the length available to possibly two trucks. It is also not anticipated that extra efficiency

would be achieved through this due to the time it will take the security personnel to walk the length

of the truck.

A second biometrics scan could also be placed here to ensure the driver of the truck has not

changed.

No trucks are to be held back at Breede Rd check point if there are capacity constraints at the

ITZ’s. M Gate can be used to stage trucks as there is adequate space here. Once the capacity

issues have been resolved the trucks will be allowed to pass through M Gate.

Breede Road is to be signalised to control traffic flow.

An intersection analysis has been undertaken in SIDRA software to show the recommended

layout and operation of this intersection under signal control.

It is recommended that the truck staging road approach be operated with a push button within

the security pedestal. This button will be pressed by security personnel once a truck has been

checked and is ready for release. The green time on its phase in the cycle will only allow one

truck through at a time.

Traffic calming has also been included to ensure traffic, in particular, trucks are travelling at a safe

speed on approach to the intersection and the rail level crossing on Breede Road.

Figure 4: Breede Road Signalised Intersection Layout and Peak Volumes

Figure 5: Breede Road Signalised Intersection Phasing Summary

Figure 6: Breede Road Signalised Intersection Movement Summary


TPT is the party responsible for the construction of both the signalised intersection and security

pedestals.

2.8.4 Cost Estimate

It has been estimated that the cost of the above will be approximately R1,3 Million exc VAT.

2.9 Interchange Zones

2.9.1 Purpose

The current operations of the interchange zones present the following issues:

Reversing movements into bays is dangerous and time consuming. It was observed on site that

often drivers do not reverse in the first time, having to realign their truck a few times which wastes

time, blocks other trucks and causes accidents and driver frustration.

Drivers are not following procedure by scanning RFID’s before opening twist locks

Pedestrian / Truck interaction

Driver disputes developing from drivers parking in an incorrect bay, blocking it and slowing down

other drivers

The purpose of the suggested solutions is to create safer operations of the ITZ’s by eliminating the

reversing movement for trucks, reducing the pedestrian / truck interaction and eliminating the use of a

bay other than the one allocated to a driver.

2.9.2 Actions

A layout of the following recommendations can be seen in Drawing 109616/LAY/009 in Appendix A.

Number plate recognition is recommended for the bay to determine when the truck is in the bay

and if the truck is in the correct location.

The existing RFID scanning stations are to be upgraded to include an intercom facility so in case

of malfunction the RFID can be processed through the help centre rather than the driver choosing

to drive to another bay and blocking another truck. It is also suggested that once a truck is within

the bay there is a lag time before the RFID scanner will activate to allow the driver to scan. This

time lag will prompt the driver to unlock the twist locks before scanning to call the straddle carrier,

which should reduce the occurrence of straddle carriers picking up a container that is still locked to

the trailer.

TPT have also expressed a desire to implement a system that allows an empty truck to be

positioned next to a full truck in the ITZ to reduce straddle carrier trips. The development of a

system to enable this is possible, however the terminal currently operates on a “first come, first

served” basis and it is not envisioned that this would change. An adaptive algorithm could seek to

optimize the use of ITZ bays in this manner when there are sufficient empty and full trucks to

warrant it.


TPT is the party responsible for the implementation of the above solutions.

2.9.4 Cost Estimate

It has been estimated that the cost of upgrading all three interchange zones will be about R1,2 Million

exc VAT.

2.10 Internal Roundabout Improvements

2.10.1 Purpose

The existing roundabout layout within the DCT just after M-Gate requires improvements in order to

produce a safe and efficient road environment to all users. By making improvements to this location

the driver behaviour can be more controlled, speeds reduced and general safety improved.

2.10.2 Actions

The following suggested road layout amendments can be seen in Drawing 109616/LAY/008 in

Appendix A.

Amendment of geometry at the M Gate roundabout to a two lane roundabout. The lanes at M-

Gate will be allocated to the ITZ’s with 202 and 205 on the left hand side and 109 on the right. ITZ

202 and 205 traffic will be channeled straight past the roundabout as there is no need for them to

mix with other traffic at the roundabout. ITZ 109 and general traffic will use a single lane approach

to the roundabout.

An access to the north of the roundabout for access to TPT site vehicle parking will be

developed, allowing adequate space for cars to merge to the left hand lane.


TPT will be responsible for the construction of the above improvements.

2.10.4 Cost Estimate

It has been estimated that cost to upgrade the roundabout as described above will be approximately

R670 000,00 exc VAT.

2.11 Other General Improvements

A number of other general terminal operation improvement options are as follows:

Re-introduction of a permanent breakdown recovery system to remove vehicles obstructing

access and creating hazards.

Existing over height escort system to be improved i.e. hold trucks until escort is available.

These have not been costed as part of this exercise.

3. Summary of Costs and Professional Fees

A summary of the above costs and professional fees are given in the table below. It should be noted

however, that these are high level, order of magnitude costs based on a conceptual design and will

change during the detail design process (FEL3). The system is however flexible and modular by

design so that it can be implemented in its entirety, partially implemented or implemented in phases

over a period of time to fit a given budget flow.

Item Cost

Seafarer Road Access Formalisation ZAR 374,000

Permanent Building for Database and Induction ZAR 2,800,00

Enforcement of the new system (CCTV, ITS systems, barriers, control room etc) ZAR 15,745,000

Amendment to Trade Document for New System ZAR 275,000

Pre-A Check Automated Arrangement ZAR 1,582,000

Staging Area ZAR 2,282,000

Breede Road Security Check and Guard Pedestal ZAR 1,351,000

Interchange zones upgrades ZAR 1,163,000

Internal Roundabout Improvements ZAR 671,000

Sub-total Implementation Value ZAR 26,341,000

Professional Fees ZAR 2,634,100

Total Costs excl. VAT, Contingencies and Escalation ZAR 28,975,100

Appendix A Layouts

Aurecon South Africa (Pty) Ltd

1977/003711/07

3rd Floor Park Row Building School Road Pinetown 3610

PO Box 932 Pinetown 3600 South Africa

T +27 31 714 2500 F +27 31 702 0287 E [email protected] W aurecongroup.com

Aurecon offices are located in: Angola, Australia, Botswana, China, Ethiopia, Hong Kong, Indonesia, Lesotho, Libya, Malawi, Mozambique, Namibia, New Zealand, Nigeria, Philippines, Singapore, South Africa, Swaziland, Tanzania, Thailand, Uganda, United Arab Emirates, Vietnam.

LIGHTINGGANTRY

BOOM GATES

CONCRETEBARRIER

12

34

57

89

1011

1213

1415

1617

1819

2021

2223

2425

2627

2829

3031

3233

34

BOOM GATES

CONTROL ROOM

ITS ROAD AND SAFETY STUDYDURBAN TERMINAL

A3

109616PROJECT No.

SCALE SIZE

DRAWING No. REV

DATE

DRAWN DESIGNED

CHECKED

APPROVED

TITLE

PROJECT

REVISION DETAILSDATEREV APPROVED

CLIENT

PRIVATE TRUCK PROCESS STAGE 1 IMPROVEMENTS

4. STAGING AREA

109616/LAY/005 A

1:1000

PRELIMINARYNOT FOR CONSTRUCTIONN. LUBOUT A STEVENSON

D.BEKKER

A 28/08/13 FOR DISCUSSION D. BEKKER

00/00

/00

0

SCALE 1:1000

10 40m20


A3

109616PROJECT No.

SCALE SIZE

DRAWING No. REV

DATE

DRAWN DESIGNED

CHECKED

APPROVED

TITLE

PROJECT


CLIENT

BREEDE ROAD SECURITY CHECKGUARD PLINTH & CRASH PROTECTION

109616/LAY/006 A

1:1000


D. BEKKER

A 02/09/13 FOR DISSCUSION D. BEKKER

0

SCALE 1:1000

10 40m20

NOTES:SPACING BETWEEN SPEED TABLESCAN BE DETERMINED USING THEFOLLOWING FORMULA:

SPACING (m) = (MAX DESIRED SPEEDBETWEEN SPEED HUMPS (km/h) - 30)x 10

EXACT LOCATION OF SPEEDTABLES TO BE CONFIRMED ON SITE

205

202

109


A3

109616PROJECT No.

SCALE SIZE

DRAWING No. REV

DATE

DRAWN DESIGNED

CHECKED

APPROVED

TITLE

PROJECT


CLIENT

CONTAINER TERMINALPRIVATE TRUCK PROCESSSTAGE 1 IMPROVEMENTS

INTERNAL ROAD GEOMETRY

109616/lLAY/008 A

1:2000

PRELIMINARYNOT FOR CONSTRUCTIONN.LUBOUT A. STEVENSON

D. BEKKER


00/00

/00

0

SCALE 1:2000

20 40 80m


A3

109616PROJECT No.

SCALE SIZE

DRAWING No. REV

DATE

DRAWN DESIGNED

CHECKED

APPROVED

TITLE

PROJECT


CLIENT

9. INTERCHANGE ZONEGUIDANCE ROAD MARKINGS

109616/LAY/009 A

1:1000


D. BEKKER


00/00

/00

0

SCALE 1:1000

10 40m20

CLIENT


DATE

TITLE


CHECKED

APPROVED

PROJECTDRAWN DESIGNED

109616PROJECT No.

SCALE SIZE

DRAWING No. REV

A3DURBAN CONTAINER TERMINALITS LAYOUT

SHEET 1 OF 2 109616/LAY/010 A

NTS

PRELIMINARYNOT FOR CONSTRUCTIONN. LUBOUT A. STEVENSON

D. BEKKER


00/00

/00

CLIENT


DATE

TITLE


CHECKED

APPROVED

PROJECTDRAWN DESIGNED

109616PROJECT No.

SCALE SIZE

DRAWING No. REV

A3DURBAN CONTAINER TERMINALITS LAYOUT

SHEET 2 OF 2 109616/LAY/011 A

NTS

PRELIMINARYNOT FOR CONSTRUCTIONN. LUBOUT A. STEVENSON

D. BEKKER


00/00

/00

SHARKMESHER ROAD

1. PRE-A CHECKN.T.S

BIOMETRICS

INTERCOM

RFID SCANNER

BREATHALYSER

BOOM GATE1.5

2.5

BOOM GATE

SEAFARER ROAD


A3

109616PROJECT No.

SCALE SIZE

DRAWING No. REV

DATE

DRAWN DESIGNED

CHECKED

APPROVED

TITLE

PROJECT


CLIENT

PRIVATE TRUCK PROCESSSTAGE 1 IMPROVEMENTS

1. PRE- A CHECK SHORT TERM

109616/LAY/013 A

1:1000


D. BEKKER

A 26/08/13 FOR DISCUSSION D.BEKKER

00/00

/00

0

SCALE 1:1000

10 40m20

project:safety and operations study prepared for. quick wins... · project:safety and operations...

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