conventional LRT lines, however, judging from the district characteristics offered by the Waterfront, it is judged that the line can function sufficiently well as a public mode of transport.
10 stations (stops) are planned (with one station having platforms on both sides of the road), and the average distance between stations is approximately 330 m.
The company responsible for development of the Waterfront has suggested an alternative route in which the line does not enter the development zone via the port district, but instead cuts straight across from the entrance to the Waterfront to the opposite bank of the development zone so that passengers have to cross a bridge to get into the Waterfront, however, in consideration of securing convenience for the users of the main development district and residents of the high class housing planned for the port area, it is considered that the route of the existing plan is generally appropriate.
There is still room for examination of the station positions and distances between stations based on consideration of future line conditions, however, that apart, it is thought that the existing plan presents no problems at the present time.
One problem with the existing route is that the LRT line crosses over with the exit of the freeway between the urban district and the Waterfront entrance, and it is not difficult to forecast that this area will become prone to traffic congestion.
To avoid this problem, the line here should be diverted or elevated, even if this may adversely affect alignment. Also, the diagonal crossing of roads should be avoided as much as possible and, in cases where the line has no choice but to cross roads, countermeasures should be taken, for example, providing traffic signals that give right of way to the LRT.
Another problem may arise when it comes to compiling the train service plan. Just over 40% of the LRT line is planned to be a single track line and, although the service interval of 10 minutes (same as the current bus service interval) currently being considered by the Cape Town authorities can be achieved, it would not be possible to achieve more frequent services to cope with increased demand following completion of all the development facilities in the Waterfront area.
In consideration of the problem areas pointed out here, the LRT plan described in Chapter 5 is proposed as an alternative.
