DRAFT
CITY OF EKURHULENI: URBAN DESIGN PRECINCT PLANS
AERO-BLAAUPAN PRECINCT
DETAILED DEVELOPMENT FRAMEWORK
Prepared by: The GAPP Consortium
Prepared for: Metropolitan Spatial Planning Division City Planning Department City of Ekurhuleni
Submitted: 20 April 2018
Version: 2
GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
CONTACT DETAILS
CLIENT
Metropolitan Spatial Planning Division City Planning Department City of Ekurhuleni tel: +27(0)11-999-4026 email: [email protected] web: www.ekurhuleni.gov.za
PROFESSIONAL TEAM
GAPP Architects and Urban Designers Contact: Andrew Luke tel: +27 11 482 1648 email: [email protected] web: www.gapp.net
Royal Haskoning DHV Contact: Janet Loubser tel: +27 12 3675800 email: [email protected] web: www.rhdhv.co.za
Kayamandi Development Services Contact: Russel Aird tel: +27 12 346 4845 email: [email protected] web: www.kayamandi.co.za
20 April 2018 (Final Draft) i GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
TABLE OF CONTENTS 4.2.3 Non-Residential Land Use Activities ...... 25 4.2.4 Existing Nodes ...... 25 4.2.5 Nodal development in terms of Proposed Spatial Policy...... 25 CONTACT DETAILS ...... I 4.2.6 Consolidated Regional Spatial Strategy...... 25 TABLE OF CONTENTS ...... II 4.3 REGIONAL DEVELOPMENT CONCEPT ...... 29 4.4 PRECINCT DEVELOPMENT CONTEXT ...... 31 LIST OF DIAGRAMS ...... III 4.4.1 Local Context ...... 31 4.4.2 Existing Roads & Transport ...... 31 LIST OF TABLES ...... III 4.4.3 Roads and Transport Proposals ...... 31 LIST OF ABBREVIATIONS ...... IV 4.4.4 Natural Open Space System ...... 36 4.4.5 Airport Development Impact: Noise Contours and Height Limits ... 37 EXECUTIVE SUMMARY ...... 5 4.4.6 Mixed-use Land Use Activities ...... 38 1 INTRODUCTION ...... 9 4.5 PRECINCT DEVELOPMENT CONCEPT ...... 40 4.5.1 Proposed Primary Mixed-Use Nodes ...... 40 1.1 FROM PRECINCT DEVELOPMENT CONCEPT TO PRECINCT 4.5.2 Proposed Activity Spines ...... 40 DETAILED DEVELOPMENT FRAMEWORK ...... 9 4.5.3 Proposed Natural Open Space Core & Community Facilities ...... 43 1.2 PURPOSE ...... 9 4.5.4 Consolidated Precinct Development Concept ...... 43 1.3 PROCESS ...... 10 4.6 CONCLUSION: PRECINCT DEVELOPMENT CONCEPT ...... 45 1.4 REPORT OUTLINE ...... 10 5 THE PRECINCT DETAILED DEVELOPMENT FRAMEWORK ...... 46 2 DEVELOPMENT AIMS ...... 12 5.1 INTRODUCTION ...... 46 2.1 INTRODUCTION ...... 12 5.2 DETAILED DEVELOPMENT FRAMEWORK ...... 46 2.2 THE PRECINCT ROLE WITHIN THE AEROTROPOLIS ...... 12 5.2.1 The Physical Development Vision ...... 46 2.3 DEVELOPMENT AIMS ...... 12 5.2.2 Movement Systems: Streets and Circulation ...... 48 2.4 CONCLUSION ...... 13 5.2.3 Street Network Options ...... 56 5.2.4 Public Transport Network ...... 57 3 DEVELOPMENT PRINCIPLES AND OBJECTIVES ...... 14 5.2.5 Proposed Natural Open Space System ...... 62 3.1 INTRODUCTION ...... 14 5.2.6 Proposed Public Environment Network...... 62 3.2 ISSUES, CONSTRAINTS AND OPPORTUNITIES ...... 14 5.2.7 Noise Contours Impact on Land Use Activities ...... 65 3.2.1 Issues ...... 14 5.2.8 Overall Land Use Activities ...... 65 3.2.2 Constraints ...... 14 5.2.9 Detailed Land Use Plan with Identified Sub-Precincts and Land Use 3.2.3 Opportunities ...... 15 Budget ...... 68 3.3 OBJECTIVES ...... 15 5.2.10 Social Facilities ...... 77 3.4 URBAN DEVELOPMENT AND URBAN DESIGN GUIDELINES ...... 16 5.2.11 Open Space and Parks ...... 77 3.4.1 Precinct Development and Urban Structure Guidelines: ...... 16 5.2.12 Education Facilities ...... 77 3.4.2 Place-making Guidelines ...... 17 5.3 CONCLUSION ...... 79 3.5 CONCLUSION ...... 19 6 PRIORITY FOCUS AREAS ...... 81 4 PRECINCT DEVELOPMENT CONCEPT ...... 21 7 CONCLUSION...... 81 4.1 INTRODUCTION ...... 21 REFERENCES ...... 85 4.2 REGIONAL DEVELOPMENT CONTEXT ...... 21 4.2.1 Regional Context ...... 21 4.2.2 Movement & Connectivity ...... 21
20 April 2018 (Final Draft) ii GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
LIST OF DIAGRAMS Diagram 33: Established sub-precincts ...... 71 Diagram 34: Spatial development outcome — perspective ...... 80 Diagram 1: Urban development and urban design guidelines ...... 18 Diagram 35: Existing development proposals ...... 83 Diagram 2: Regional context ...... 23 Diagram 36: Precinct priority focus areas ...... 84 Diagram 3: Movement and connectivity ...... 24 Diagram 4: Non-residential land use activities and existing nodes...... 26 Diagram 5: Existing nodes, industrial development and nodal development in terms of existing spatial policy strategies ...... 27 LIST OF TABLES Diagram 6: Proposed consolidated regional development strategy ...... 28 Diagram 7: Development concept at a regional scale ...... 30 Table 1: Land use budget of sub-precinct 1 ...... 72 Diagram 8: Local context ...... 33 Table 2: Land use budget of sub-precinct 2 ...... 72 Diagram 9: Existing roads and transport ...... 34 Table 3: Land use budget of sub-precinct 3 ...... 73 Diagram 10: Proposed roads and transport ...... 35 Table 4: Land use budget of sub-precinct 4 ...... 73 Diagram 11: Natural open space system ...... 36 Table 5: Land use budget of sub-precinct 5 ...... 74 Diagram 12: Airport development impact: noise contours and heights .... 37 Table 6: Land use budget of sub-precinct 6 ...... 74 Diagram 13: Light industrial, distribution, offices, retail, community, and Table 7: Land use budget of sub-precinct 7 ...... 75 airport related activities occurring in the precinct ...... 39 Table 8: Land use budget — total precinct ...... 76 Diagram 14: Primary mixed-use nodes ...... 41 Table 9: Land use budget — summary, population and density ...... 76 Diagram 15: Activity spines — Atlas Road and Great North Road ...... 42 Table 10: Social facility requirements and provision ...... 78 Diagram 16: Natural open space and community facilities ...... 43 Diagram 17: Precinct development concept and land parcels ...... 44 Diagram 18: Physical development vision ...... 47 Diagram 19: Movement and circulation — access street network ...... 51 Diagram 20: Movement and circulation — Street grid and main streets (Favoured option) ...... 52 Diagram 21: Movement and circulation — Gautrans Intersection Guidelines in terms of Coto 2012 ...... 53 Diagram 22: Movement and circulation — extensions forging connectivity ...... 54 Diagram 23: Movement and circulation — street types ...... 55 Diagram 24: Option A — wetland frontage road and subdivision options 58 Diagram 25: Option B — internal access road...... 59 Diagram 26: Option C — property consolidation ...... 60 Diagram 27: Public transport network ...... 61 Diagram 28: Consolidated natural open space system ...... 63 Diagram 29: Extended pedestrian and public open space network...... 64 Diagram 30: Noise contours impact on land use ...... 66 Diagram 31: Overall land use activities ...... 67 Diagram 32: Detailed land use plan ...... 70
20 April 2018 (Final Draft) iii GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
LIST OF ABBREVIATIONS
BEPP – Built Environment Performance Plan BRT – Bus Rapid Transit CAA – Civil Aviation Authority CBA – Critical Biodiversity Areas CBD – Central Business District CCA – Customer Care Area CCC – Customer Care Centre CoE – City of Ekurhuleni EAP– Economically Active Population EBOSS – Ekurhuleni Biodiversity and Open Space Strategy EMF –Environmental Management Framework ESA – Ecological Support Areas GDHS – Gauteng Department of Human Settlements GDID – Gauteng Department of Infrastructure Development GDOH – Gauteng Department of Health IDP – Integrated Development Plan IDZ – Industrial Development Zone IRPTN – Integrated Rapid Public Transport Network MSDF – Metropolitan Spatial Development Framework NDP – Neighbourhood Development Programme NMT – Non-Motorised Transport ORTIA – OR Tambo International Airport PWV – Pretoria, the Witwatersrand and Vereeniging RSDF – Regional Spatial Development Framework SDF – Spatial Development Framework SDP – Spatial Development Plan TOD – Transit Oriented Development TVET – Technical Vocational Education and Training WSUDS – Water Sensitive Urban Design System WWTP – Waste Water Treatment Plants
20 April 2018 (Final Draft) iv GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
EXECUTIVE SUMMARY Concept and culminating with the Precinct Detailed Development Framework.
The Detailed Development Framework forms the third of a total of seven The aim of the Detailed Development Framework is to outline in detail the stages of the project. The work of stage two, the Precinct Development full development potential of the site. This is done by mapping out the Concept, is also included in this report, consolidating the two work stages. envisaged development proposals for the precinct and examining how these would run as processes when fully developed. The Detailed Development Framework forms a refinement of the established Precinct Development Concept.
The development aim for the Aero-Blaaupan Precinct is to maximise the inherent development opportunities in a manner that transforms the area into a well-developed commercial and business hub, capitalising on the Aerotropolis initiative. The development vision incorporates a central natural open space, parkland and recreation system, giving it a unique address, with office, institutional, business, research and development campuses, and high tech uses, in the form of eco business estates and green techno parks. The existing land uses are incorporated and extended in order to diversify the land use mix to include mixed business and commercial activity along the major routes, with supporting logistics, warehousing and light industrial uses. The establishment of medium density residential liveable neighbourhoods is also a component within the development vision, as are potential hotel and conference developments, with supporting social, sport and recreation facilities.
The goals and objectives are informed by the identified issues, constraints and opportunities, which are reviewed briefly. This is to ensure that the objectives guide the preparation of the precinct plan in such a way that the vision for the Aero-Blaaupan Precinct is achieved, allowing the plan to address and resolve the issues, mitigate the constraints, and realise the identified development opportunities. In turn, the objectives form part of the identification of a series of overarching urban development guidelines that direct the preparation of the overall development framework concept and the detailed development framework for the precinct.
This document is structured into three main sections, commencing with the development aims, objectives and principles, then moving on to a broader Regional Development Concept, followed by the Precinct Development
20 April 2018 (Final Draft) 5 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
In summary, the urban development guidelines cover a series of elements networks; the natural open space system and the existing key land use to achieve the desired goals and objectives, including: activities.
▪ Promoting increased development intensities with mixed land use It is important to note that the precinct plan encompasses a holistic activities; development approach that includes not only a spatial and physical urban design development strategy, but also social and economic proposals. The Increasing the density of development with mixed typologies ▪ latter will always be set in a physical environment which needs to respond supporting liveable residential neighbourhoods; in a form and manner that is conducive to stimulating and hosting the ▪ Establishment of a capital web of public infrastructure and social anticipated socio-economic benefits and environmental activities. facilities; ▪ Application of South African Civil Aviation Authority (CAA) To ensure the integration of the precinct within its wider context and enable development restrictions as these relate to airport functions and the appropriate development response at the study area level, a their possible future expansion, with regard to airport aviation safety development concept has been prepared for the regional and precinct and the mitigation of noise levels; levels. ▪ Promoting and enhancing the ecological systems and biodiversity of the pans and wetland systems: utilising these as a central natural The proposed Regional Development Concept is shaped by the following open space, ecological engineering and passive recreation asset. urban structuring elements: This would include environmental rehabilitation and conservation, the establishment of an extensive parkland, and the application of ▪ Nodes — the proposed establishment of three primary mixed-use Water Sensitive Urban Design Systems (WSUDS); nodes, which build on the existing activity pattern: the Aerotropolis ▪ Establishment of a high quality and safe public environment, Gateway Node, the Parkhaven Node, and the Brentwood Park promoting walkability and non-motorised transport; Node; ▪ Promotion of mass public transport; ▪ Activity Spines — the consolidation of the existing major north-south routes of Atlas Road and Great North Road into activity spines. This ▪ Inclusion of activity nodes and activity streets; would include the addition of a number of local secondary nodes ▪ Establishment of a network of movement routes to integrate the and clusters at key intersections along the activity spine. This precinct into the urban system, making connections and increasing applies in particular to the proposed interchanges with the future accessibility; PWV15; ▪ Enabling the provision of bulk infrastructure services in support of ▪ Natural Open Space System — the retention, rehabilitation and the envisaged development; enhancement of the central natural open space system. This is to ▪ Incorporation of the existing heritage elements. include ecological functions such as storm-water management and development of recreation areas and parks; The purpose of the Precinct Development Concept is to set the physical ▪ Land Parcels — in combination the urban structuring elements development backdrop upon which the detailed development plan is to be divide the precinct into a series of six land parcels. Each of these established. The Aero-Blaaupan development context is reviewed to inform has a particular character and function in terms of the future the establishment of the Precinct Development Concept. This outlines the development of the precinct. local context of the spatial location of the precinct within the sub-region; the existing roads and transport networks; the proposed roads and transport
20 April 2018 (Final Draft) 6 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
The refined Precinct Development Concept outlines high-level development and the land use budget; and specifies the required and proposed social possibilities: facilities.
▪ The proposed movement and road network, allowing for the The vision for the Aero-Blaaupan Precinct plan development is to transform development of the eastern north-south corridor and the precinct from a low intensity and under-developed land area into a major simultaneously forging linkages through the precinct and urban hub that includes airport related activities; with a focus on a well- establishing local access; developed, mixed-use, walkable urban environment anchored by a central open space and wetland system, with surrounding parkland and recreational An integrated central natural open space network that incorporates ▪ amenities. The precinct is to accommodate a diversity of activities, ranging existing environmental sensitivities and establishes a sustainable from general business activity, office parks, techno parks and high tech development strategy; commercial estates, to high quality light industrial, logistics, warehousing ▪ The establishment of a public environment including an extensive and distribution uses. It includes the potential to establish hotel and parkland system, that is integrated with the natural open space conferencing activities, as well as new medium to higher density residential network, and the establishment of local parks and pedestrian paths neighbourhood developments. that are integrated with the local street system and include connection with public facilities; The Aero-Blaaupan Precinct Detailed Development Framework establishes ▪ A proposed land use plan that promotes the establishment of mixed an integrated urban precinct development, with a distinctive central open land use activities; space and wetland system, with surrounding parkland and recreation ▪ The incorporation of the PWV15 freeway as a movement amenities. The development proposals respond to this unique feature at the component and directed by existing policy; centre of the precinct, establishing a “green core”. Simultaneously, they consolidate existing development trends along the major routes and ▪ The retention and enhancement of environmentally sensitive areas establish new activities that realise more intense and mixed-use as directed by the existing physical characteristics of the site and development spines: the “hard and complex edges”. In this manner the reinforced by existing environmental policy; precinct’s full development potential is realised and maximised. ▪ The support of the proposed BRT systems along the major routes, through the enhancement of mixed use activities and the The street grid network of the precinct establishes linkages with the adjacent introduction of medium density residential liveable neighbourhoods. areas, making the precinct accessible and permeable. Green high tech, light industrial parks and sustainable office and institutional estates cluster along The Precinct Detailed Development Framework is a consolidation and and around the central open space system. Mixed use business activities refinement of the Precinct Development Concept, underpinned by a series are promoted along the major routes to form fully fledged activity spines. of urban structuring and guiding development principles. The detailed Included are light industrial land uses and the establishment of medium framework provides the spatial structure and physical configuration that density liveable residential neighbourhoods with supporting community guides public and private development decision-making in the precinct. It facilities. encompasses the establishment of a vision; it outlines the movement system (streets and circulation), with the proposed street grid and street types; it establishes the proposed natural open space system; it details the proposed public environment network; it considers how noise contours impact on land use activities; it establishes the proposed land use activities
20 April 2018 (Final Draft) 7 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
The detailed development framework achieves the physical development guidelines will be established and planning proposals refined. Of these the guidelines, including: priority areas are:
▪ Providing for a movement system that caters for all users: ▪ The development of the central open space wetland and parkland pedestrians and cyclists (non-motorised transport), public transport system, as this forms the primary feature of the precinct. This is a (rail, bus, taxi and BRT) and vehicular movement, but which places key component in providing the precinct with a unique address and an emphasis on non-motorised transport (NMT); growing it into a specialist destination. In addition, the green system ▪ Establishing a mixed-use activity response enabling a diverse range has a functional ecological role, with regard to stormwater and layering of uses, accommodating as many user groups as management and the provision of passive recreation activities. The possible; aim is to ensure that all existing and future development responds appropriately to this central feature; ▪ The development integrates with its context, with a movement network that links to the existing street networks, enabling ▪ Second is the establishment of the first east-west road link, to continuity of movement and maximising permeability; provide connectivity and local accessibility, opening up new development opportunities and supporting the new initiatives. It includes a sustainable development response, establishing an ▪ integrated open space system and enhancing the natural The Aero-Blaaupan Precinct Detailed Development Framework establishes environment; a detailed spatial development and land use plan for the precinct. The ▪ It incorporates the outcomes of the CoE’s Key Water Bodies Action following stage of work, stage 4, will include the refinement and adjustment Plan for the Blaaupan wetland, which recommends that the pan and of the plans at a sub-precinct level. This will include the preparation of the open space around it be rehabilitated, and that the parkland detailed development and urban design guidelines, establishment of should be reclaimed; typologies, land use zoning specifications, how community facilities are to ▪ It applies the place-making principle of ‘creating a high quality and be provided, and detailed engineering services requirements. vibrant public realm’ with designed streets, squares and parks as the focus of community life; ▪ It allows for the establishment of a broad mix of well-located, multi- functional public facilities, parklands and sport and recreation uses that establish an integrated urban development and liveable residential neighbourhoods. These should meet the needs of the population, support appropriate densities and allow for smaller living spaces; ▪ It establishes an appropriate urban form, realising a more concentrated development that is environmentally sustainable and yields an appropriate development intensity to maximise the utilisation of the precinct land area and realise more efficient urban development.
The Precinct Detailed Development Framework concludes with the identification of seven sub-precincts for which more detailed design
20 April 2018 (Final Draft) 8 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
1 INTRODUCTION ▪ A spatial development plan, of which the street grid and movement systems, the open space network, and land use activities are all elements, outlines: 1.1 FROM PRECINCT DEVELOPMENT CONCEPT TO PRECINCT ➢ the guiding development objectives and principles; DETAILED DEVELOPMENT FRAMEWORK ➢ detailed layouts and anticipated built form; The Detailed Development Framework forms the third of a total of seven ➢ developable and non-developable portions of the site; stages of the project. The Stage Two work, the Precinct Development ➢ the location and mix of key land uses and activities; Concept, is also included in this report, consolidating the two work stages. ➢ location of social facilities and public amenities (summary The aim of the Precinct Development Concept is to develop a high-level of the relevant specialist study); vision and strategy for the precinct, prepared in consultation with the ➢ pedestrian and vehicular movement systems including planning department and key line departments. This was undertaken in integration with existing transport routes and services preparation for the first stakeholder charette that was held. (summary of the specialist transport and engineering studies); Having completed the preparation of the Precinct Development Concept, ➢ broad open space and landscape proposals; the project team moved on to the preparation of the Detailed Development ➢ environmentally sensitive areas to be conserved or Framework, the aim of which is to outline in detail the full development rehabilitated (summary of environmental inputs); potential of the site. This is done by mapping out the envisaged development proposals for the precinct and elaborating how these ➢ environmental legislative requirements based on the processes would function when fully developed. proposed development framework; ➢ positioning, massing and orientation of proposed buildings; ➢ parking proposals including on-street parking areas, 1.2 PURPOSE basement parking, on-site parking as well as structured parking; The purpose of the Precinct Development Concept is to provide a high-level protection of sites of heritage, cultural, archaeological and development vision outlining: ➢ historical significance if any;
service infrastructure proposals including water, sewer, ▪ The proposed road and movement network; ➢ electricity, solid waste, telecommunications (summary of ▪ The open space network and areas of environmental sensitivity; the relevant specialist study). ▪ A land use plan showing the location and extent of key land uses ▪ A supporting land use budget defining the: and activities; ➢ indicative developable floor area in m2 per land use; ▪ The positioning of bulk infrastructure services. indicative site boundaries and zonings; ➢ The Detailed Development Framework is a refinement of the conceptual ➢ number and size of potential residential units; work to a greater level of precision that includes: ➢ height restrictions coverage and floor area ratios (FAR); ➢ parking ratios.
20 April 2018 (Final Draft) 9 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
▪ A social facilities and public amenities plan, establishing the the natural open space system, the public environment network, proposed requirements and how these are to be fulfilled; land use activities, the land use budget and the proposed social services and community facilities, with supporting text. As may be required, supporting specialist studies relating to ▪ transport, environmental and socio-economic inputs. This report was included in the information package for the Public Open Day
(19 May 2018), to inform attendees of the development intentions and to The outcome of the Detailed Development Framework is the identification allow for input and comment. The outcomes of this are incorporated into the of sub-precincts and the establishment of priority focus areas. following stage (stage 4) of the work.
1.3 PROCESS 1.4 REPORT OUTLINE
The process undertaken in preparing the Detailed Development Framework The report is structured as follows: included the following steps:
▪ Introduction; ▪ Assessments and input from the client team on the development concept proposals; ▪ Outlining the development vision as informed by the development aims and the precinct’s role within the Aerotropolis development The outcomes from the first charette with key stakeholders on the ▪ initiative and within its immediate regional context; high-level development framework concept. This was held in two separate sessions, for the private and public sector independently, ▪ Identification of the issues and opportunities; during November 2017; ▪ Establishment of the goals, objectives and development principles; ▪ The incorporation of outcomes of meetings held with specific ▪ Preparation of the Precinct Development Concept, which includes external stakeholders to obtain their input on initial proposals; the preparation of a regional development context which yielded a ▪ Meetings were held with key CoE departments to obtain relevant preliminary development concept. The local precinct development input. These included the CoE Department of Roads and Storm context was then assessed to refine the conceptual work into a Water, Gautrans and the Department of Human Settlements. Precinct Development Concept; ▪ Preparation of the Detailed Precinct Development Framework, The details of all consultations and inputs with internal line departments, which includes the following suite of plans: officials and councillors, as well as with all external parties, are recorded in ➢ the physical development vision; a separate Stakeholder Engagement report. the movement system (streets and circulation), with the ➢ proposed street grid and street types; The deliverable for this stage of work included the preparation of the Detailed Development Framework report, which incorporates the Precinct ➢ the proposed natural open space system; Development Concept component, and the Detailed Development ➢ the proposed public environment network; Framework suite of plans. These include the physical development vision ➢ the impact of noise contours on land use activities; and preparation of a 3D built form and environment response plan, showing the potential build-out of the detailed framework. This suite of plans includes ➢ the proposed land use activities; the 3D model graphic, the movement system and public transport network, ➢ the land use budget;
20 April 2018 (Final Draft) 10 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
➢ the required and proposed social facilities. ▪ Establishment of priority focus areas; ▪ Conclusion.
20 April 2018 (Final Draft) 11 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
2 DEVELOPMENT AIMS component with supporting social facilities and public amenities, thereby providing quality urban neighbourhoods and living environments; 2.1 INTRODUCTION ▪ An environmental asset, improving the ecological function and biodiversity of the pans and wetland system, whilst simultaneously The development aims established for the Aero-Blaaupan Precinct are providing an open space recreational function (passive recreation) informed by the role of the precinct within its regional context. The precinct and a green infrastructure function; is located on the eastern side of the OR Tambo International Airport ▪ Enhancing the development corridor function with improved road (ORTIA) within the greater Brentwood AH and Bonaero Park areas, wedged transport and logistics, light industrial, warehousing and between Great North Road and Atlas Road. The analysis established a distribution; with the support of mixed-use activities along these direction that promotes mixed-use activities along the major routes with routes; business, logistics, warehousing and distribution and light industrial activities. The precinct itself could accommodate institutional activity and ▪ The introduction of mass public transit and supporting mixed land offices, research and design campuses and techno park uses, as well as use activities on these routes; potential hotel and conferencing activities. Residential development is also ▪ Realising spatial development policies within the context of socio- included but limited due to Civil Aviation Authority (CAA) regulations. The economic realities and physical development limitations, as latter is augmented by the overall development principles earmarked for the imposed by CAA requirements due to the operation and potential precinct as directed by the CoE’s Aerotropolis strategy and its urban expansion plans of ORTIA. development policies; as well as CAA land use specifications from existing ORTIA activities and potential future expansion plans. 2.3 DEVELOPMENT AIMS
2.2 THE PRECINCT ROLE WITHIN THE AEROTROPOLIS The status quo assessment identified the following development aims that are to inform the conceptual framework. In summary, these include: The development vision for the precinct is informed by its functional role within the Aerotropolis. This includes: ▪ Aim 1 — provide connections and promote further sub-regional integration; ▪ A research and development hub, focusing on innovation and ▪ Aim 2 — achieve a balanced movement network, with improved technology. It is to comprise an attractive mixed-use environment links and access, accommodating a diversity of transport modes, that supports tech companies, education, research and including NMT and promoting a walkable environment; development activity. This is to include clean technology and light industrial activities featuring flexible development types, including ▪ Aim 3 — establish a mixed and multi-use approach to activity office and commercial uses, and supporting business activities; patterns. These are to capitalise on and augment the activities and functions in relation to those of ORTIA; ▪ Establish additional office park developments, for which there is demand, and providing potential hotel accommodation and ▪ Aim 4 — design for safety and security, particularly in terms of the conferencing activities; interface of the built form and the management if the existing pans and open space system; ▪ Furthering residential development potential by consolidating the existing residential market and adding a significant high-density ▪ Aim 5 — provide a high quality public realm and place making;
20 April 2018 (Final Draft) 12 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
▪ Aim 6 — vary building typologies: Mix housing densities and building types; ▪ Aim 7 — provide a mix of economic activity and respond to commercial viability, expanding on the economic potential derived from ORTIA and boost the existing economic investments occurring in the precinct; ▪ Aim 8 — create a capital public investment network with positive edges: provide a ‘lattice’ of infrastructure and public facilities into which the private and public sector can invest; ▪ Aim 9 — environmental sustainability and resilience; ▪ Aim 10 — implement urban management, delivering improved service delivery, asset and infrastructure maintenance and open space management.
2.4 CONCLUSION
The development aims for the Aero-Blaaupan Precinct are to maximise the inherent development opportunities in a manner that transforms the area into a well-developed commercial and business hub, capitalising on the Aerotropolis initiative. It incorporates a central open space and parkland system, giving it a unique address, with institutional, business, research and design campuses and high tech uses, in the form of eco estates and green techno parks. It incorporates the existing land uses and extends these to diversify the land use mix. The latter include mixed business and commercial activities along the major routes, with supporting logistics, warehousing and light industrial uses. The establishment of medium to higher density liveable neighbourhoods are also a component within the development vision, as are potential hotel and conference developments, with supporting social, sport and recreation facilities.
20 April 2018 (Final Draft) 13 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
3 DEVELOPMENT PRINCIPLES AND OBJECTIVES logistics, industrial developments, townhouse complexes and residential estates, a major private religious development, and existing applications for business rezonings; 3.1 INTRODUCTION ▪ Lack of existing mass public transport services, in contrast to growing employment areas along the main routes; The objectives, with associated development principles are informed by the ▪ No existing (or proposed) railway link to serve the precinct, which outcomes of the status quo analysis. These outcomes have outlined the could provide improved logistics and / or public transport services development and functional role of the Aero-Blaaupan Precinct within the should these be needed; region, and established the overall development aims and consequent development vision. ▪ Under supply of certain public facilities for the existing residential population, such as education facilities, a minor library and minor An overview of the identified issues, constraints and opportunities is community hall; highlighted. These inform the preparation of the development objectives, to ▪ Concerns have been raised regarding the potential development of ensure that they guide the preparation of the precinct plan to achieve the incompatible land uses (industrial versus residential). vision for the Aero-Blaaupan Precinct, resolve the issues, mitigate the constraints, and realise the opportunities. In turn, the objectives identify a series of overarching urban development guidelines that direct the 3.2.2 Constraints preparation of the development framework concept and detailed development framework for the precinct. In summary, the constraints identified by the status quo analysis are:
▪ The CoE does not own any land in the precinct. The Province owns 3.2 ISSUES, CONSTRAINTS AND OPPORTUNITIES the existing public land. Presently this limits the CoE’s ability to undertake land development in the precinct and will mean that the CoE will either have to purchase land or form a development 3.2.1 Issues partnership with the Province. The landholdings are predominantly privately owned, consisting of residential, agricultural The issues identified by the status quo analysis are: smallholdings, religious and industrial landholdings;
▪ The proposed ORTIA expansion has height restriction implications ▪ Regular flooding of areas within the precinct through the for the northern areas of the precinct, as well as land use activity hydrological network of pans, wetlands and rivers; limitations regarding noise level contours; ▪ Pollution of the pans and water bodies through sewerage spillage; ▪ Current market realities and CAA requirements place a physical ▪ Poor east-west movement connections; development limit (in terms of height and residential land uses) on ▪ The overall existing residential development densities are low within the envisaged development intensity as being promoted by current the precinct. These thresholds do not support public transport; development policy; ▪ Ad-hoc development with no leading major economic development ▪ Existing private development initiatives have recently been granted anchor or driver. Existing economic activity consists of multiple new development rights, which are incorporated into the individual actors that operate in a number of sectors: transport and development plan with compatible land use activities;
20 April 2018 (Final Draft) 14 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
▪ The environmental system restricts the establishment of east-west ▪ A significant parcel of land at the R21 interchange is publicly owned, road links; which is a development opportunity to transform this part of the ▪ The proposed PWV15 physically divides the precinct. precinct; ▪ The development of the main routes into activity spines, as the existing transport and services infrastructure form a development 3.2.3 Opportunities armature for logistics and industrial development, future mixed-use development and integration of public transport; There are a number of identified development opportunities: ▪ The PWV15 links to the proposed Tambo Springs logistics hub, together with the ORTIA cargo function, makes the precinct ▪ Approximately 37% of the precinct area consists of vacant and attractive for freight, logistics and cargo-related development; underdeveloped land, including an existing quarry. Much of this ▪ Development of the K86 forming an important east-west link for the land is being earmarked for new development. There are a number precinct; of sites for which township development applications have been Potential extension of the Gautrain, southward around the airport submitted to the Council to enable new development; ▪ precinct and north-ward, terminating at the cargo terminal. The ▪ The central zone of the precinct comprises a significant open space precinct could be linked to this service through the establishment of system of interlinked natural surface water bodies (pan- public transport feeder routes; depressions and wetlands); approximately 18% of the precinct land Potential for increased industrial development with activities of area. These form an important environmental function and must ▪ advanced manufacturing, aviation and aerospace industries, which therefore be retained and rehabilitated; support the envisaged Aerotropolis development. ▪ The natural open space can be enhanced through rehabilitation and improvement to serve a distinctive ecological function, serve as a recreational asset, and provide a high quality public environment; 3.3 OBJECTIVES ▪ Policy support, where the CoE MSDF proposes that the precinct is developed as a primary node; a new urban city centre; The objectives include: ▪ Policy support in terms of the Aerotropolis policy as it proposes the establishment of a node with a particular function of airport related ▪ To establish the development of a primary mixed-use node and activities. These include an Aerotropolis Tech Hub, focusing on precinct. This is to encompass Aerotropolis related uses, high tech research and design, innovation and technology (a mixed-use activities with research and development, including an environment with tech companies, education, research and administrative and commercial centre, with a cultural, educational development activity); as well clean technology and light industrial and sporting hub. This will be achieved by developing at an activities featuring flexible development types, including office and appropriate intensity and residential density and in such a way that retail services; light industry and logistics are in harmony with residential ▪ The development of the PWV15 as a regional development corridor development that is occurring; with freight and public transport potential; ▪ To provide for a diverse range of economic opportunities and to promote the economic development of the precinct as an Aerotropolis Hub, with research and development activities, light industrial activities, innovation and technology, research and
20 April 2018 (Final Draft) 15 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
development, with a proposed TVET (Technical Vocational 3.4.1 Precinct Development and Urban Structure Guidelines: Education and Training) university campus in support of the Aerotropolis economy; Refer to Diagram 1: Urban development and urban design guidelines ▪ To develop a quality public environment and provide adequate social facilities; The precinct Detailed Development Framework is informed by a series of development guidelines. These comprise a combination from the CoE To protect the Aero-Blaaupan Precinct’s natural environment and ▪ MSDF Urban Design Guiding Principles and the CoE Urban Design Policy open space as an asset that is integrated with the wider natural Framework, which are supplemented by the urban design expertise from open space system, as directed by the Ekurhuleni Biodiversity and the professional team. The guidelines include: Open Space Strategy. A sustainable development will be achieved
through the integration of the precinct’s natural open space system of waterbodies (pan depressions) and wetland river systems into ▪ Make Connections — the precinct must integrate with its context by the built environment, improving the biodiversity, providing an establishing connections to and from surrounding urban systems, ecological green engineering function and providing recreational maximising permeability through the precinct, and ensuring facilities; continuity of movement through the neighbourhoods (CoE Urban Design Policy); ▪ To promote sustainable transit-centred development that includes a new loop bus service, potential Gautrain extension, and ▪ Hierarchy of Routes — undertake the creation of a movement professional employment opportunities near BRT stations, hierarchy, which establishes various levels of street function and including the establishment of Transit Oriented Development nodes activity mix to allow for a balanced movement network. This around BRT stations. This involves the transformation of major includes types such as activity streets and high streets; routes into mixed-use activity spines, with supporting public ▪ A Continuous Street Network — establish an appropriate street transport, whilst retaining the logistics and mobility functions; network that is continuous, correctly links and extends with the ▪ To establish an integrated movement network that accommodates existing network, and has block sizes not larger than 100m x 100m. a variety of transport modes and improves linkages and access This should include a suitable hierarchy of urban street types and a within the precinct and surrounding areas, while promoting a dense pattern of intersections. The typical network is a street grid, walkable urban environment and the use of non-motorised which can be either orthogonal or adapted to an irregular and transport (pedestrian and cycle), with convenient access to public curvilinear form, depending on the precinct’s physical transport. characteristics and neighbouring context; ▪ Balanced Movement Network and Accessibility — establish a movement system that caters for all users, pedestrians and cyclists 3.4 URBAN DEVELOPMENT AND URBAN DESIGN GUIDELINES (non-motorised transport), public transport (rail, bus, taxi and BRT) and vehicular movement, with an emphasis on non-motorised The proposals of the detailed development framework are underpinned by transport and mass public transport. This enables convenient a series of urban development and urban design guidelines, as directed by access to a diverse range of amenities. Connections should be CoE policies, including the MSDF and the Urban Design Policy Framework made across and between precincts. The historical grid of the urban (draft), as well as informed by existing urban development and urban design environment should be reinforced and emphasised (MSDF, 2015); best practice. The guidelines are applicable at the precinct development and ▪ Mixed Use Activity Response — development should reinforce and urban structure level; followed by the more detailed place-making level. enhance existing patterns of activity where appropriate. It should
20 April 2018 (Final Draft) 16 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
promote diversity and layering of uses and provide opportunities for ▪ A Broad Mix of Social Uses and Amenities — incorporate a mix of as wide range of user groups as possible. (CoE Urban Design well-located, multi-functional social and public facilities to establish Policy). This encompasses a mix of land use activities and building an integrated urban development and liveable neighbourhoods. form, with active edges at the ground floor level. This will offer an These meet the needs of the population, support higher densities array of choices to suit different needs and lifestyles within a visually and allow for smaller living spaces. The type of amenities include engaging environment, creating architectural character. The educational and health services, police and emergency services, location of housing around commercial, transport, entertainment social and community development (libraries), as well as a range of and community amenities will ensure that residents have easy recreational facilities (parks and sports fields); access to the services and opportunities they need to sustain their Increased Densities — establish a more compact urban livelihoods. Mixing uses also helps to ensure a 24-hour human ▪ development with higher residential densities. This creates an presence in the area (MSDF, 2015); appropriate development intensity that maximises the utilisation of ▪ Integration with Context — land-use should be planned in such a the precinct land area and realises more efficient urban way that multiple projects complement one another, and precincts development; are well integrated with one another and with the surrounding city Developing new residential neighbourhoods, with increased and context (MSDF, 2015); ▪ mixed densities, mixed typologies that accommodate a diversity of ▪ Sustainability and Resilience — sustainable development income levels. responses are a prerequisite, these enhance the protection of and access to biophysical resources; and enable a physical response that can adapt to changes over time (CoE Urban Design Policy). 3.4.2 Place-making Guidelines This includes a synergy with the existing natural environment, forming an open space system, where new development should The place-making guidelines are briefly overviewed here: seek to enhance the existing environment rather than to erase and replace it. Existing natural features such as mature trees should be Positive Edges — promote positive edge conditions between new incorporated into the design of the new environment to aid legibility ▪ and existing, between built and natural, and a clear transition and diversity of experience. Existing structures and places of between public, semi-public, semi-private and private. This includes heritage significance should be retained and adaptively reused building to street definition, human comfort, passive surveillance, wherever possible (MSDF, 2015); parking placement and active edges. Tight street edges and short ▪ Place-making and the Public Realm — creating a high quality and street fronts are promoted. Tight street edges define an edge to the vibrant public realm by designing streets, squares and parks as the public realm and maximise the amount of usable external space focus of community life. The public realm should be prioritised as created at the rear of buildings. Short street frontages concentrate focus and catalyst for development. “It is the public realm that holds human presence along street edges, facilitating a safer public the key to the alleviation of poverty through the provision of realm; opportunities for exchange of trade, information and social interaction. It is the public realm through which an environment can be built and shaped around the needs of human interaction, bringing people together to share our common humanity, offering a variety of opportunities and choices” (MSDF, 2015);
20 April 2018 (Final Draft) 17 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 1: Urban development and urban design guidelines
20 April 2018 (Final Draft) 18 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
▪ Legibility — urban design and architecture should facilitate ease of circumstances are imperative. The architecture must be designed movement by foot, public transport or private car, and convenient to change and grow along with the changing needs of the people access to a diverse range of amenities. Pedestrian movement that live in, work in or use it; should be prioritised over vehicular movement. Landmarks and the ▪ Application of Water Sensitive Urban Design Systems (WSUDS) creation of “visual thoroughfares” will aid orientation and make it guidelines that aim to mimic the natural hydrological cycle through easy for residents and visitors to find their way around the area. ‘softer’ interventions, thereby improving water quality, preserving Connections should be made across and between precincts. The biodiversity, and enhancing amenity; historical grid of the city should be reinforced and emphasised; ▪ Observation of airport related height restriction — the CAA ▪ Vary Building Typologies and Tenure Options — to enable the stipulates that no buildings or objects higher than 45 metres may establishment of an inclusionary social development, a diverse be erected within a distance of 8 kilometres measured from the range of building typologies and varying tenure options should be nearest point on the boundary of an aerodrome or heliport; included. This will enable affordability and choice for different social ▪ Observation of airport related noise level restrictions — maximum groups to reside in the precinct; allowable for residential is 55 dB; and for non-residential 70 dB with ▪ Urban Management: Management of the Investment — for projects appropriate noise attenuation measures to better promote human to be developable and well cared for they must be economically comfort. viable, well managed and maintained. This means understanding the market considerations of developers and investors, ensuring The precinct development and urban structure guidelines are applicable to long-term commitment from the community and the local authority, the Detailed Development Framework, whilst the place-making guidelines defining appropriate delivery mechanisms and seeing this as part are applied at the next stage of work, which focus on the detailed urban of the design process; design of the identified sub-precincts. ▪ Security by Design — safety and security should be achieved by design rather than by remedial measure. A 24-hour human presence and the creation of “live street edges”, achieved through 3.5 CONCLUSION careful planning of land use, will create an environment in which residents and occupants can watch over one another. This also In summary, the urban development principles cover a series of elements includes passive surveillance, building orientation and increased to achieve the desired goals and objectives, including: densities; ▪ Heritage as a Progressive Force — heritage, typically considered a ▪ Promoting increased development intensities with mixed land use constraint on development, should be considered a progressive activities; force for change, whereby the significance of the past and present ▪ Enhancing existing residential neighbourhoods and developing new can provide cues for the shape of the future. Development should mixed-density and liveable residential neighbourhoods; seek to enhance and develop cultural and historical significance ▪ Application of South African Civil Aviation Authority (CAA) rather than to impact negatively upon it. Sites of historical development restrictions as these relate to airport functions and its importance should be incorporated sensitively into the urban design possible future expansion, with regard to airport aviation safety and framework; the mitigation of noise levels; ▪ Robust and Flexible Architecture — building typologies that will ▪ Promoting and enhancing the ecological systems and biodiversity accommodate future changes in use, lifestyle or economic of the pans and wetland systems. To utilise these as a central
20 April 2018 (Final Draft) 19 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
natural open space, ecological engineering and passive recreation asset. This includes environmental rehabilitation and conservation, the establishment of an extensive parkland, and the application of Water Sensitive Urban Design Systems (WSUDS); ▪ Establishment of a high quality and safe public environment, promoting walkability and non-motorised transport; ▪ Promotion of mass public transport; ▪ Include activity nodes and activity streets; ▪ Establishment of a network of movement routes to integrate the precinct into the urban system; ▪ Enable provision of bulk infrastructure services in support of the envisaged development; ▪ Incorporation of the existing heritage elements.
20 April 2018 (Final Draft) 20 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
4 PRECINCT DEVELOPMENT CONCEPT 4.2 REGIONAL DEVELOPMENT CONTEXT
The components of the regional development context include: 4.1 INTRODUCTION ▪ Regional context; The purpose of the Precinct Development Concept is to set the physical ▪ Movement and connectivity; development backdrop upon which the detailed development plan is to be established. ▪ Non-residential land use activities; ▪ Existing nodes; The Aero-Blaaupan development context is reviewed to inform the ▪ Proposed nodal development; establishment of the Precinct Development Concept. This outlines the local context of the spatial location of the precinct within the sub-region; the ▪ Consolidated regional development strategy. existing roads and transport networks; the proposed roads and transport networks; the natural open space system and the existing key land use activities. 4.2.1 Regional Context
The Precinct Development Concept comprises a series of key components Refer to Diagram 2: Regional context that are overlaid to establish a broad development direction, outlining what the redeveloped precinct could potentially become and how it would The regional context of the Aero-Blaaupan Precinct is directly informed by function. The approach of overlays enables development flexibility, in that if its location on the eastern side, adjacent to the ORTIA development hub. one or more of the components is not realised, it can be removed and This is the more underdeveloped side of the airport zone, encompassing adjusted, or even replaced, without compromising the entire concept or Bonaero Park residential and the Denel technical campus, as well as the requiring a complete review. agricultural holdings of Caro Nome and Brentwood Park.
The precinct plan encompasses a holistic development approach that The precinct forms a triangular area that is part of the eastern development includes not only a spatial and physical urban design development strategy, zone of the airport. The greater ORTIA development hub forms the knuckle but also social and economic proposals. The latter will always be set in a of two existing Gauteng provincial development corridors, the R21 north- physical environment which needs to respond in a form and manner that is south corridor through to Tshwane, and the N12 east-west corridor from conducive to stimulating and hosting the anticipated socio-economic Germiston through Benoni to Springs. benefits and environmental activities.
To ensure the integration of the precinct within its wider context and enable 4.2.2 Movement & Connectivity the appropriate development response at the study area level, a conceptual development framework response has been prepared at the regional level Refer to Diagram 3: Movement and connectivity and at the precinct level. ▪ The precinct is located between the major north-south regional routes of Atlas Road / M43 (western boundary) and Great North Road / R23 (eastern boundary);
20 April 2018 (Final Draft) 21 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
▪ The southern boundary is formed by the K86 servitude between ▪ The existing railway system, in the form of Prasa and Gautrain are these two major routes; located west of ORTIA, and much further south near Boksburg and ▪ The Atlas Road / M43 and Great North Road / R23 converge at their Benoni Station. intersection with the R21 freeway. This freeway interchange forms the northern tip of the triangular precinct;
▪ The ORTIA precinct is a large “landlocked” and secured area (7km in a north-south direction, 3km in an east-west direction). The main access point into the airport precinct is on its western side at the R21 / R24 freeway interchange; ▪ The physical development effect of the “landlocked” airport precinct (i.e. with no north-south nor east-west through routes) is the alignment of movement and freeway networks around the perimeter zone of the airport precinct. Well established regional freeway routes include the R21 north-south, and the N12 east-west; ▪ The primary impact of movement proposals for the precinct is from the proposed PWV15. This is a proposed north-south freeway link on the eastern side of the airport from the R21 to the N12. It traverses the precinct and the route extends southward across the metropolitan area to link up with the N3 freeway; ▪ The development of the proposed PWV15 completes the freeway loop of the N12 and R21 around the airport precinct. It also affords the precinct additional provincial and national connectivity to major freeway systems within the Gauteng City-Region; ▪ The proposed K86 east-west route forms a link south of the airport runway and a major route link eastward to Daveyton; ▪ The existing major routes and future movement routes give the precinct high accessibility to all major route networks, linking to metropolitan, provincial and national logistics and movement routes. However, these also limit local connectivity to the Aero- Blaaupan Precinct, and neighbouring landholdings; ▪ The M43 and R23, combined with the proposed PWV15 freeway, and supporting secondary road network, are the beginnings of an infrastructure lattice that form the structuring elements to a potential north-south development corridor;
20 April 2018 (Final Draft) 22 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 2: Regional context
20 April 2018 (Final Draft) 23 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 3: Movement and connectivity
20 April 2018 (Final Draft) 24 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
4.2.3 Non-Residential Land Use Activities 4.2.5 Nodal development in terms of Proposed Spatial Policy
Refer to Diagram 4: Non-residential land use activities and existing nodes Refer to Diagram 5: Existing nodes, industrial development and nodal development in terms of existing spatial policy strategies The non-residential land use activities are characterised by the following components: In terms of existing policy proposals, the following nodal developments are proposed within the wider region: ▪ The industrial areas surrounding the ORTIA precinct, including Spartan, Isando and Jetpark on the west side, the Denel campus ▪ A number of Aerotropolis nodes, including two ‘innovation and and the Pomona AH on the east and north-east side; technology’ districts, Aerotropolis ‘gateway hubs’ at the major ▪ Prominent commercial and retail areas include Kempton Park, East freeway intersections, and the Aerotropolis Gateway Trade Hub; Rand Mall (North Rand Road activity spine), northern Boksurg and ▪ A community hub node is proposed at Rhodesfield; Benoni CBD; ▪ The proposed Aero City Centre node within the precinct in terms of ▪ These form part of activity corridors to the airport precinct, including the MSDF. the R24 corridor, the N12 corridor and the R21 corridor; ▪ The pattern of development is mainly along the freeways and west These proposals outline existing development policy to consolidate future of ORTIA, nearer Johannesburg CBD, with the Aero-Blaaupan development around the airport precinct, forming the Aerotropolis precinct almost in the shadow of ORTIA with limited existing development scenario. It is a series of urban centres, each with a particular consolidated development. role, that combined establish the consolidated Aerotropolis.
4.2.4 Existing Nodes 4.2.6 Consolidated Regional Spatial Strategy
Refer to Diagram 4: Non-residential land use activities and existing nodes Refer to Diagram 6: Proposed consolidated regional development strategy
The existing major nodes within the region include: The consolidated regional development strategy encompasses:
▪ Kempton Park CBD; ▪ The enhancement of the existing urban centres and the establishment of new nodes around the ORTIA precinct, forming East Rand Mall agglomeration; ▪ the Aerotropolis. Each of the nodes has a specific function and role. ▪ Benoni CBD; All the nodes operate in synergy to one another; ▪ Rhodesfield (an emerging node around the Rhodesfield Gautrain ▪ The nodes are located on the major movement network around the and the Rhodesfield Commuter Railway stations). airport precinct, forming a continuous and interlinked loop network. This serves transport logistics, mass public transit networks and These form part of the development ring around the airport to the north, west access into all areas surrounding the airport which form the and south. There are no major existing nodes to the east of the ORTIA Aerotropolis; precinct.
20 April 2018 (Final Draft) 25 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
▪ The nodal development and proposed freeway transport infrastructure promotes the consolidation of the existing corridor development: The north-south R21 corridor along the western edge of the airport precinct, which also intersects with the R24 corridor. The southern east-west corridor structured around the N12 and North Rand Road (M44); ▪ The proposed PWV15, combined with the existing major north-south routes of Atlas Road / M43 and Great North Road / R23, propose the establishment of a north-south corridor on the eastern edge of the airport precinct. The Aero- Blaaupan Precinct forms a major component of the proposed corridor.
Diagram 4: Non-residential land use activities and existing nodes
20 April 2018 (Final Draft) 26 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 5: Existing nodes, industrial development and nodal development in terms of existing spatial policy strategies
20 April 2018 (Final Draft) 27 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 6: Proposed consolidated regional development strategy
20 April 2018 (Final Draft) 28 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
4.3 REGIONAL DEVELOPMENT CONCEPT
Refer to Diagram 7: Development concept
The proposed regional development concept is shaped by the following urban structuring elements:
▪ Nodes: the proposed establishment of three primary mixed-use nodes, which build on the existing activity pattern: ➢ Aerotropolis Gateway Node: at the R21 freeway interchange, where Atlas Road and Great North Road merge and form links into greater Kempton Park; ➢ Parkhaven Node: this includes the Denel technical campus at the intersection with the proposed K86 and Atlas Road (the south-west gateway to the precinct); ➢ Brentwood Park Node: this is located at the intersection with the proposed K86 and Great North Road (the south- east gateway to the precinct). ▪ Activity Spines: the consolidation of the existing major north-south routes Atlas Road and Great North Road into activity spines. These include more local secondary nodes and clusters at key intersections along the activity spine. This applies in particular to the proposed interchanges with the future PWV15; ▪ Natural Open Space System: the retention, rehabilitation and enhancement of the central natural open space system. This is to include ecological functions, such as storm-water management and development of recreation and parks; ▪ Land Parcels: combined, the urban structuring elements divide the precinct into a series of six land parcels. Each of these has a particular character and function in terms of the future development of the precinct.
These urban structuring elements establish the regional development concept that guides the development proposals for the precinct development concept, ensuring that the precinct development framework appropriately responds to its wider regional context.
20 April 2018 (Final Draft) 29 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 7: Development concept at a regional scale
20 April 2018 (Final Draft) 30 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
4.4 PRECINCT DEVELOPMENT CONTEXT ▪ The major north-south regional routes of Atlas Road / M43 (western precinct boundary) and Great North Road / R23 (eastern precinct The preparation of the Precinct Development Concept incorporates the boundary); existing precinct development context, which encompasses the following The main routes link into the R21 freeway through a major physical development characteristics: ▪ interchange. Atlas Road / M43 links with the R21 freeway and Great
North Road crosses the freeway (underpass) and links into greater ▪ Local precinct context; Kempton Park; ▪ Existing roads and transport; ▪ Limited east-west cross-link routes occur, and the only east west ▪ Proposed roads and transport; links include Elgin Street / K90 link in the north and Brentwood Park ▪ Existing natural open space system; Road in the south; ▪ Airport operations and development impact including noise ▪ Regularly, extensively spaced intersections (780m intersection contours and height limits; spacings) along the two main routes, provide access into the precinct and into adjoining areas. These link to local road networks Existing mixed land use activities. ▪ in residential neighbourhoods and adjoining mixed land use
activities.
4.4.1 Local Context
4.4.3 Roads and Transport Proposals Refer to Diagram 8: Local context
Refer to Diagram 10: Proposed roads and transport The Aero-Blaaupan Precinct is located to the east of the ORTIA precinct, comprising a triangular shape wedged between the major north-south The major road proposals impacting on the precinct include: regional routes of Atlas Road / M43 (western boundary) and Great North
Road / R23 (eastern boundary). The northern tip is formed by the convergence of the main routes into a freeway interchange with the R21 ▪ The proposed PWV15 freeway, a north-south freeway route linking (Atlas Road offramp) and cross links into greater Kempton Park. The the R21 in the north to the N12 in the south. This traverses the southern boundary is formed by the K86 east-west road servitude. Its land precinct and divides the land area into a western portion and an area is approximately 700ha in extent and is 2,5km in width at its widest (the eastern portion; southern boundary of the precinct) and 5km in length (north-south). ▪ Two freeway interchanges are proposed by the PWV15 with Great North Road (K119) and with the K86 east-west link. This will provide the precinct with direct regional freeway access; 4.4.2 Existing Roads & Transport ▪ The proposed K86 east-west link between the main routes. The K86 is proposed to extend eastward to Daveyton, and then links on to Refer to Diagram 9: Existing roads and transport the N12 freeway.
The existing roads and transport network within the precinct include: The road transport proposals on the one hand will provide the precinct with excellent regional accessibility, improving transport logistics capabilities, and enhance potential corridor development long the PWV15, whereby the
20 April 2018 (Final Draft) 31 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework adjoining main routes form supporting infrastructure. On the other, the freeway alignment is potentially a spatially divisive element, compartmentalising the precinct.
20 April 2018 (Final Draft) 32 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 8: Local context
20 April 2018 (Final Draft) 33 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 9: Existing roads and transport
20 April 2018 (Final Draft) 34 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 10: Proposed roads and transport
20 April 2018 (Final Draft) 35 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
4.4.4 Natural Open Space System
Refer to Diagram 11: Natural open space system
The Aero-Blaaupan Precinct is dominated by a central north-south natural open space system (approximately 26% or 158ha of the precinct area). This consists of a series of interlinked natural surface water bodies (pan-depressions and wetlands). These play an important environmental and ecological function and should be conserved and rehabilitated. They manage the storm-water run-off from the airport and surrounding areas, including Bonaero Park. Their biodiversity requires restoration as this aspect has been depleted due to the impact of excessive storm-water run-off and the impact of pollution, such as sewer infiltration. They can also serve a vital recreational function, providing parklands and open space.
Much of the PWV 15 road alignment is along this open space system, which will become a major constraint when building the PWV 15. The extension of K86 is also obstructed by this open space system. Diagram 11: Natural open space system
20 April 2018 (Final Draft) 36 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
4.4.5 Airport Development Impact: Noise Contours and Height Limits
Refer to Diagram 12: Airport development impact: noise contours and heights
The expansion of ORTIA with additional runways and the development of a central terminal and logistics functions has an impact on the development of the precinct in terms of the following development restrictions:
▪ The noise levels generated by the airport function, limit the types of development that are permissible in the adjoining areas. Aviation legislation specifies land use activities that are permissible within the particular noise level. It is stated by the World Health Organisation that no residential development is allowed within the 55-60 decibel zone. This guideline was established in 1999. Much of the Bonaero Park residential area is located in the 55-60 decibel zone because it has been in existence since the 1960’s, initially built to house employees from Denel Aviation (formerly Atlas Aircraft Corporation); ▪ The ORTIA precinct also restricts the allowable height of buildings in adjoining areas, specified by international aviation standards. The South African Civil Aviation Authority specifies that “no buildings or objects higher than 45 meters above the mean level of the landing area, or, in the case of a water aerodrome or heliport, the normal level of the water, must without the approval of the Director be erected within a distance of 8 kilometres measured from the nearest point on the boundary of an aerodrome or heliport” (CAA Guidance Document, Development Around Aerodromes). All developments within the precinct will require approval from the CAA with regard to the proposed development height.
Diagram 12: Airport development impact: noise contours and heights
20 April 2018 (Final Draft) 37 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
4.4.6 Mixed-use Land Use Activities The patterns of non-residential development show a trend of clustering at main intersections and associated linear strip development, beginning to Refer to Diagram 13: Diagram 13: Light industrial, distribution, offices, retail, form activity spines along the main activity routes. community, and airport related activities occurring in the precinct
Light industrial, distribution, offices, retail, community, airport related activities have emerged as follows:
▪ Along Atlas Road (M43 / K157), they have located in three dominant clusters. ➢ The southern cluster. This is formed by the Denel Kempton Park campus, with associated office developments, and the more recent light industrial park (Toyota facility) in the south at Denel Road North intersection. This is flanked to the east by the Parkhaven residential complex established around a local pan; ➢ The central cluster of retail shopping centres, associated community facilities and urban agriculture. This is located at the intersection with Geldenhuys Str. These facilities serve the surrounding residential suburb of Bonaero Park; ➢ A northern cluster, largely comprising undeveloped land, however with proposals for retail and industrial development, as well as airport related uses. This occurs at the R21 freeway interchange, the northern most point of the precinct. ▪ Along Great North Road (R23 / K119), a mixture of industrial, retail and commercial activities has established in a linear fashion along the main route, forming “strip development”. They capitalise on the regional accessibility of the main route, which provides excellent transport and logistics, north into greater Kempton Park and the R21 corridor; and south into Benoni CBD. The retail facilities comprise a local shopping centre that serves the surrounding neighbourhood of residential cluster and townhouse developments; ▪ The emerging industrial development cluster within the Pomona AH is also being driven by the fact that this area forms part of the R21 development corridor.
20 April 2018 (Final Draft) 38 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 13: Light industrial, distribution, offices, retail, community, and airport related activities occurring in the precinct
20 April 2018 (Final Draft) 39 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
4.5 PRECINCT DEVELOPMENT CONCEPT the south-eastern gateway to the precinct. It is currently the most commercially under-developed node. Existing developments The Precinct Development Concept examines the structuring elements in include predominantly medium density residential cluster and greater detail, including identifying development opportunities and potential townhouse developments. There are a number of undeveloped land use activities. landholdings along Great North Road and significant parts of the Brentwood Park AH that could be developed with mixed-use retail and commercial development. There are also opportunities for 4.5.1 Proposed Primary Mixed-Use Nodes industrial and logistics developments.
Refer to Diagram 14: Primary mixed-use nodes The proposed nodal developments go beyond the precinct area boundaries. Typically, a mixed-use node extends over a radius distance of between The proposed Precinct Development Concept identifies the establishment 400m to 800m, or a 5 to 10-minute walk. of three major, naturally occurring, mixed-use nodes, which are based on the existing activity pattern. They include: 4.5.2 Proposed Activity Spines ▪ Aerotropolis Gateway Node: This is centred on the land parcels and activities surrounding the R21 freeway interchange, where Atlas Refer to Diagram 15: Activity spines — Atlas Road and Great North Road Road and Great North Road merge and form links into greater Kempton Park. A number of undeveloped sites can be developed The major north-south routes of Atlas Road and Great North Road are to be with mixed-use retail, light industrial, warehousing and logistics, as consolidated into activity spines. These include more local secondary nodes well as commercial development. This consolidates the existing and clusters at key intersections along the activity spine. This applies in development pattern of the Jewel City IDZ, the Sky Mall (in particular to the proposed interchanges with the future PWV15. planning), the extensive industrial expansion along the R21 freeway northward and into Pomona AH, as well as proposed retail This builds on the existing trend of developments along the length of these developments; routes. The concept capitalises on the regional accessibility and the existing undeveloped landholdings that have the potential to be developed with a Parkhaven Node: The node is centred on the intersection of Atlas ▪ variety of land use activities, including mixed-use retail, commercial, Road (M43) with the proposed K86, forming the south-western industrial, transport and logistics. gateway to the precinct. This includes the extensive Denel technical
campus, the Toyota industrial park, and various high-quality office Combined with the PWV15, the activity spine developments can be and commercial developments along the eastern edge of Atlas consolidated into a regional development corridor. Road. Included in the precinct is the Parkhaven residential estate
(La Como lifestyle estate) which has been as premium residential The proposed activity spines form a development “seam”. In part, these fall estate around one of the pans that form part of the natural open outside of the precinct area boundaries. space system. There are a number of undeveloped land parcels
within the node which can be developed with mixed-use retail and
commercial land uses;
▪ Brentwood Park Node: This proposed node is centred on the intersection of Great North Road and the proposed K86, forming
20 April 2018 (Final Draft) 40 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 14: Primary mixed-use nodes
20 April 2018 (Final Draft) 41 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 15: Activity spines — Atlas Road and Great North Road
20 April 2018 (Final Draft) 42 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
4.5.3 Proposed Natural Open Space Core Potential interventions within these will be workshopped in greater detail at the Charettes. & Community Facilities
Refer to Diagram 16: Natural open space and community facilities
The Precinct Development Concept retains and enhances the existing natural open space system. It also proposes the integration of the existing community facilities and the new development proposals of the Christian Family Church International Johannesburg.
The central natural open space system of water bodies (pan depressions) and associated wetland system is to be rehabilitated and enhanced. This is to include ecological functions, such as storm-water management and the development of recreation and park facilities.
The pans are currently semi-private/ fenced off from the public, except for the pan in Bonaero Park, and physically are not connected with each other, which creates a real possibility for an integrated open space network.
4.5.4 Consolidated Precinct Development Diagram 16: Natural open space and community facilities Concept
Refer to Diagram 17: Precinct development concept and land parcels
The consolidated Precinct Development Concept combines all the elements and establishes a series of seven local land development zones within which a diversity of development opportunities are identified.
20 April 2018 (Final Draft) 43 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 17: Precinct development concept and land parcels
20 April 2018 (Final Draft) 44 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
4.6 CONCLUSION: PRECINCT DEVELOPMENT CONCEPT ▪ The support of the proposed BRT systems along the major routes, through the enhancement of mixed use activities and the Refer to Diagram 17: Precinct development concept and land parcels introduction of medium density residential liveable neighbourhoods.
The draft Precinct Development Concept for the Aero-Blaaupan Precinct has established a platform that allows for the exploration of development options and their implications on the physical development of the precinct. It outlines the high-level development possibility for the precinct including:
▪ The proposed movement and road network, which comprises a network that allows for the development of the eastern north-south corridor and simultaneously forges linkages through the precinct and establishes local access; ▪ An integrated central natural open space network, that incorporates existing environmental sensitivities and establishes a sustainable development strategy; ▪ The establishment of a public environment system that includes an extensive parkland system, that is integrated with the natural open space network. The establishment of local parks and pedestrian paths integrated with the local street system and including connections with public facilities; ▪ A proposed land use plan that proposes the establishment of mixed land use activities along the main routes and promotes the establishment of more low-key green state and commercial parks within the core of the precinct, responding to the environmental character of the precinct. The land use activity mix includes the envisaged high tech, research and design, and innovation and institutional uses, as envisaged by the Aerotropolis strategy. However, they are also sufficiently flexible to allow for current market-driven activities such as logistics, warehousing and distribution; ▪ The incorporation of the PWV15 freeway as a movement component and directed by existing policy; ▪ The retention and enhancement of the environmentally sensitive areas as directed by the existing physical characteristics of the site and reinforced by existing environmental policy;
20 April 2018 (Final Draft) 45 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
5 THE PRECINCT DETAILED ▪ The proposed public environment network; DEVELOPMENT FRAMEWORK ▪ Noise contours impact on land use activities;
▪ The proposed land use activities; 5.1 INTRODUCTION ▪ The land use budget; ▪ The required and proposed social facilities. The Detailed Precinct Development Framework is a consolidation and refinement of the development concept, underpinned by a series of urban structuring and guiding development principles. The detailed development framework provides the spatial structure and 5.2 DETAILED DEVELOPMENT FRAMEWORK physical configuration that guides public and private development decision-making in the The Precinct Development Concept outlined in the previous section is consolidated and refined to form precinct. the Detailed Development Framework.
It provides an additional level of detail as required by the CoE’s hierarchy of plans, 5.2.1 The Physical Development Vision including the specification of land use activities and associated development parameters. Refer to Diagram 18: Physical development vision
The Aero-Blaaupan Precinct Detailed The vision for the Aero-Blaaupan precinct plan development is to transform the precinct from a low Development Framework thus becomes the intensity and under-developed land area into a major urban hub that includes airport related activities; primary development coordination and urban with a focus on a well-developed, mixed-use, walkable urban environment anchored by a central open management tool that is to direct all decision- space and wetland system, with surrounding parkland and recreational amenities. The precinct is to making and resource allocation for public and accommodate a diversity of activities, ranging from general business activities, office parks, techno private development projects and land use parks and high tech commercial estates, to high quality light industrial, logistics, warehousing and management actions. It comprises the following distribution uses. It includes the potential to establish hotel and conferencing activities, as well as new components: medium to higher density residential neighbourhood developments. The vision:
▪ The physical development vision; ▪ Rehabilitates and enhances the pans and the existing natural environment as a continuous ▪ The movement system (streets and environmental system, restoring its biodiversity and ecological functioning, making it the central circulation), with the proposed street feature of the precinct; grid and street types; ▪ Establishes a grid network of movement types that links with its surroundings and provides ▪ The public transport network; access into and through the precinct; ▪ The proposed natural open space ▪ Promotes the development of mixed-use land use activities along Great North and Atlas roads, system; to form linear activity spines;
20 April 2018 (Final Draft) 46 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
▪ Enables the establishment of institutional (including tertiary education), high tech commercial, research and development, and light industrial activities, which build on the Aerotropolis economy. These are envisaged as green campus type estates and sustainable business park developments positioned in a broad band along the environmental system to form a sustainable interface with the more intense activity spines;
Allows for the limited establishment of ▪ medium to higher density residential
development in specific areas, in
response to existing residential
neighbourhoods and permitted aviation
regulations.
Diagram 18: Physical development vision
20 April 2018 (Final Draft) 47 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
5.2.2 Movement Systems: Streets and Circulation land and at least 18 kilometres of street length per land area km². To achieve this, the UN recommends a standard of 80–120 intersections per square kilometre. 5.2.2.1 A Street Grid Network The framework of roads is designed to be flexible and can stand alone as Refer to Diagram 19: Movement and circulation — access street network seen in Diagram 19 . The object has been to:
Refer to Diagram 20: Movement and circulation — Street grid and main ▪ Consolidate the activity spines, Great North and Atlas Road, with streets supporting parallel local roads namely Van Wyk Road and Savannah Road respectively; The movement system for the precinct comprises an extended street grid Promote local roads that front onto wetlands and open space, as network that enables regional connectivity and local access. This grid is ▪ this promotes safety through visual surveillance and management designed to respond to the existing environmental system, the focus being of these areas; on forging east-west linkages as the existing movement direction is predominantly north-south along Atlas and Great North roads. ▪ Create a high order grid that allows for flexibility of development.
The outcome of the street grid network is a permeable movement system, that allows access into the precinct and public access to the open space 5.2.2.2 Movement Potential and natural environment. Refer to Diagram 20: Movement and circulation — Street grid and main The grid network purposefully connects with the existing road network and streets proposes extensions eastward to link with proposed new regional routes. This establishes an integrated network, enabling east-west continuity and Refer to Diagram 21: Movement and circulation — Gautrans Intersection movement, whilst simultaneously reinforcing north-south movement. Guidelines in terms of Coto 2012
Within the precinct, the proposed street network links to the existing local The intention has been to add additional road connections and intersections streets and proposes extensions of these to form a series of locally to enhance the grid, and to keep options open for future road connections, connected street networks. These are structured in a grid manner to if and when required. In certain cases, more than one access point / road simultaneously meet vehicular and pedestrian requirements. connection has been proposed, and in time only one option may be pursued or developed. The characteristics of good patterns of urban street networks include a diverse set of urban street types, and the creation of a human-scale network The existing local road connections within the precinct are limited due to the with as dense as possible grid pattern of streets and intersections. large plot sizes of the agricultural landholdings and a local road network is supported to improve connectivity. The intention is to provide additional This type of street network is also a component in the UN Habitat’s five access points linking to a local road network, without which Great North and principles for sustainable neighbourhood planning. This requires that Atlas Road would be forced to carry this traffic: adequate space for streets is allocated and that an efficient street network be established. This street network should occupy at least 30 per cent of the
20 April 2018 (Final Draft) 48 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
▪ A full intersection near Mirabel street into Pomona Industrial and the ▪ A managed access / road closure is recommended at Meta Avenue proposed IDZ (Phase 2), would improve access into the Bonaero and Van Wyk Road southwest of the precinct in order to separate Park, the industrial development in Pomona, consolidating along heavy trucking and residential traffic, on condition that a road be put the R21, and giving direct access to Holding 303 and 304 Pomona in place to give direct linkage to industrial sites. Estate AH (accessed by Mirabel Street). It is acknowledged that Holdings 303 and 304 have been rezoned, but no development has The PWV 15 serves as a barrier to local connectivity and it is therefore occurred yet. It is encouraged that the landholder keep an option proposed that: open for a future connection at this point; ▪ An additional full intersection along Great North Road, with a ▪ Crossings be negotiated with Gautrans in order to improve the east- recommended intersection between Brentwood Park Road and west connectivity, in the form of a road bridge and for pedestrian Louise Road are proposed as the existing distance is 1400m (a 17.5 crossings; minute walk). The favoured option is to link to Umtata Street as the ▪ Ascolona Street is intended to be closed once the PWV 15 is built, Council owns land to the west of Great North Road. Additionally, as this intersection will be too close to the new PWV off-ramp, it is the properties to the east haven’t been rezoned and a connection therefore suggested that Boncretion Street becomes a full could be negotiated with landowners. Umtata Street is also a intersection (as this will serve a wider area) that will have very planned regional east-west road linking to Daveyton. This option indirect local access due to the PWV-Route. Another option would doesn’t meet Gautrans COTO (Committee of Transport Officials) be to have access to properties similar to Edenvale / N3 off-ramp standards, but the intersection spacing is still 600m and would be into Longmeadow Business Park / C-D road access. These achievable. Any other full intersection options north are constrained considerations would need to be taken into account in the planning by development and would limit the regional connectivity that would of the PWV 15 Freeway. unlock development to its full potential in this area; ▪ Promotion of partial intersections, to enable economic opportunity, so that sites can have improved direct access. These have been 5.2.2.3 Movement beyond the Borders of the Precinct identified in the northwest of the precinct, which would further consolidate the emerging node near Geldenhuys Road and Marco Refer to Diagram 22: Movement and circulation — extensions forging Polo Road, (aligns with COTO standards), near the pan on the connectivity south as there is a site that doesn’t have direct road access. Great North Road could also accommodate additional marginal Mobility routes (Atlas, the proposed K90, Great North Road) around the R21 intersections; near Pomona off-ramp, prevent ease of access between properties forming ▪ Pedestrian linkages into the precinct along Great North Road are round this emerging node. These properties include the Industrial also proposed; Development Zone (IDZ) (Phase 1 and 2), the proposed Skymall, Pomona Industrial and development direct east of ORTIA. Additional connections There is also potential for these pedestrian linkages to be ▪ could be achieved using existing roads and additional links to improve formalised as full or marginal intersections along Great North Road, pedestrian movement, and road access between these large-scale which would further enable development potential, and not developments and would consolidate the node significantly. compromise mobility significantly, but this will have to be agreed
with Gautrans if and when this is required. A traffic study should be The K90, once designed to traverse ORTIA’s runway and connect south to undertaken to test the value of additional access points; Rondebult Road, is no longer in place. The K90 has now been designed to
20 April 2018 (Final Draft) 49 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework terminate at the ORTIA Cargo terminal. The K90 should therefore be ▪ Activity Street, an avenue or boulevard with mixed-use activities designed to allow for access into Bonaero Park so that this can create along its length, such as Great North and Atlas roads (these are development opportunity, as this area has been declining due to the included in the identified main streets); uncertainty of the expansion of ORTIA into this area. High Street, a shorter, local street with mixed uses and active ▪ frontages, that serves the local neighbourhood (included as part of Parallel routes should also be supported east of Great North Road, to the the secondary streets), that includes NMT components; east of the precinct, and west along Atlas Road, in Bonaero Park, so that they consolidate these mobility routes further. ▪ Residential Street, lined with residential activities and includes traffic calming, and supports NMT; An additional grid network should be planned for in Brentwood Park and ▪ Access court or lane; shared space for parking and other uses. Pomona AH, east of the precinct, to promote an integrated network and improve the east-west and north-south connectivity, as currently there is a The identified street types support the establishment of a diversified street limited local road network and the traffic is forced onto the mobility routes functionality, enabling permeability of movement both for pedestrians and causing congestion. vehicles, balanced against differing land use activities within the overall grid network. These recommendations are beyond the borders of the precinct and will not be deliberated on.
5.2.2.4 Street Types
Refer to Diagram 23: Movement and circulation — street types
The framework proposes the establishment of various street types, which are determined according to the envisaged urban function and associated activities within the street environment and their adjacent land use activities. The street is considered to have a multi-functional role, and is not seen merely as a traffic conduit based on vehicular capacity. The street types are informed by movement capacity (all types of movement: pedestrian, cyclist, public transport and vehicular) and the street character denotes the types of buildings, activities, landscaping and open space that line the street (adapted from Urban Design Compendium, 2000). The proposed street types include:
▪ The Main Street, or avenue (tree-lined street), which provides access into and through the precinct, with many intersection spacings in order to provide access into local areas, enable connectivity and continuity of movement;
20 April 2018 (Final Draft) 50 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 19: Movement and circulation — access street network
20 April 2018 (Final Draft) 51 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 20: Movement and circulation — Street grid and main streets (Favoured option)
20 April 2018 (Final Draft) 52 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 21: Movement and circulation — Gautrans Intersection Guidelines in terms of Coto 2012
20 April 2018 (Final Draft) 53 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 22: Movement and circulation — extensions forging connectivity
20 April 2018 (Final Draft) 54 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 23: Movement and circulation — street types
20 April 2018 (Final Draft) 55 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
5.2.3 Street Network Options ▪ Stormwater management and attenuation are an issue in this area and the road could improve access to manage a possible integrated A range of street network options has been considered for the Brentwood attenuation system; Park AH area, which encompasses the proposed light industrial land use Ensuring ease of access to the public open space to allow for activities (refer to sub-precinct 5), located between Great North Road (K119) ▪ management of the park and open space system. and the PWV15 freeway reserve. The various street network proposals specifically relate to the establishment of a frontage road along the wetland system, closing the street network and delineating the wetland. This road 5.2.3.2 Option B: Internal Access Road proposal would add value, establish the block sizes and resultant property sizes, which in turn would direct the possible type of light industrial Refer to Diagram 25: Option B — internal access road development. A range of options is presented to outline the possible outcomes of establishing the frontage road. It is envisaged that this road The proposed road alignment is located away from the wetland, forming a should be developed over time. Each option is discussed in greater detail. more direct internal north-south road link. This is achieved either by
bypassing the quarry on its western side or, in certain instances, by
undertaking the redevelopment of the quarry site to allow for a cross linkage. 5.2.3.1 Option A: Wetland Frontage Road
The benefits of this option include: Refer to Diagram 24: Option A — wetland frontage road and subdivision options ▪ Strengthening of the road network and pedestrian access while the The road proposal is to establish a frontage road along the wetland system additional road would accommodate the anticipated traffic which also functions as a frontage road to the PWV15. This would create an generated in the area; integrated road network, forming a grid within a loop system, with access to ▪ Allowing for a variety of property sizes that are commensurate with Great North Road, High Road, and linkages across the wetland. industrial development in the surrounding areas.
The benefits of this option include: The limitations of this option include:
▪ Strengthening of the road network and pedestrian access while the ▪ The proposed road alignment would limit access to the open space additional road would accommodate the anticipated traffic system, and would prevent the possibility of establishing a generated in the area; stormwater and attenuation system integrated with the open space ▪ Encouraging development / driveways to face onto the open space system; to promote visual surveillance for safety; ▪ Limits direct pedestrian access; ▪ Serving as a frontage road to the PWV 15; ▪ Establishes a private edge with the open space system. ▪ Allowing for a variety of property sizes that are commensurate with industrial development in the surrounding areas;
20 April 2018 (Final Draft) 56 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
5.2.3.3 Option C: Property Consolidation 5.2.4 Public Transport Network
Refer to Diagram 26: Option C — property consolidation Refer to Diagram 27: Public transport network
The road proposal responds to the consolidation of a number of properties The proposed movement network of the Detailed Development Framework into very large development parcels, to allow for business park or campus allows for the establishment of an integrated public transport system. type developments. This prevents the establishment of a direct internal north-south road link. The focus of the road network is on providing local The proposal is to establish bus routes along Great North Road and Atlas access with increased east-west linkages. These allow for: Road, with bus stops at intervals of 400m to 600m. Generally, the public transport services along these routes would serve the entire precinct, ▪ Connection to the open space system to provide for pedestrian providing access to public transport within an 800m distance or a 10-minute access; walk. It is envisaged that this system could either be provided through municipal bus services or the future Bus Rapid Transit system (BRT). The Easy access to the park and for maintenance of the wetland and ▪ proposal incorporates future BRT proposals as outlined by the city’s public stormwater attenuation; transport policy. ▪ Establishing of north-south linkages along the wetland and open space buffer. This enables the retrofitting of the desired high order The two main routes should also include mini-bus taxi stops. road grid system. This may be required if the existing roads become congested and parallel roads are required to carry the traffic. The Aerotropolis Masterplan 2015 has a potential future Gautrain station and link from the OR Tambo Mid terminal into this area. The Aero-Blaaupan The options presented are informed by different land development precinct plan recommends that this route follow the PWV 15 alignment as scenarios. It is proposed that a more detailed study be undertaken through the PWV 15 has a wide road reserve (100m). The available space is a public-private collaboration with the existing property owners / developers sufficient to accommodate both the freeway and a mass public transit and the CoE Roads and Stormwater department to explore these system such as the Gautrain. In this regard it is recommended that the future configurations in greater detail. The purpose of this would be to finalise a station is located at the interchange between the PWV15 and Great North detailed road master-plan for the sub-precinct. This would specify the final Road. This links with the proposed bus and taxi public transport systems. road network, establish the road typologies and identify the roads that would be publicly developed and others which could be developed by the private sector. Included in this process would be a comprehensive stormwater management plan, in order to resolve the current stormwater problems experienced in the area.
20 April 2018 (Final Draft) 57 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 24: Option A — wetland frontage road and subdivision options
20 April 2018 (Final Draft) 58 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 25: Option B — internal access road
20 April 2018 (Final Draft) 59 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 26: Option C — property consolidation
20 April 2018 (Final Draft) 60 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 27: Public transport network
20 April 2018 (Final Draft) 61 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
5.2.5 Proposed Natural Open Space System links with local street sidewalks and with the public transport facilities. Refer to Diagram 28: Consolidated natural open space system
The proposed natural open space system consists of the consolidation and rehabilitation of the various water bodies (pan depressions) and wetland systems. This forms a central linear system through the precinct, giving it a unique identity. It promotes biodiversity within the CoE, as directed by its environmental policies, and supports the conservation of the Brentwood Grassland and wetland system. It also creates an “address” to the precinct, potentially enhancing the land value profile of the area.
The proposed natural open space system is an important component of the development framework in providing socio-economic and environmental engineering functions. The former includes publicly accessible open space for passive recreation and improved land values due to the uniqueness of the environment, and the latter regarding the management of flooding and water run-off.
5.2.6 Proposed Public Environment Network
Refer to Diagram 29: Extended pedestrian and public open space network
The proposed public environment network is integrated with the natural open space system. It includes:
▪ A continuous parkland system formed around and linking between the water bodies and along the wetland systems, providing active and passive recreation; ▪ A continuous pedestrian network within the parkland public open space system. This includes pedestrian paths around all the pans and along the wetlands, with links along the street grid into the various local neighbourhoods and precincts; ▪ The network includes pedestrian ways and sidewalks, local public squares, local pocket parks and play spaces that are spacious, treelined and well landscaped. It caters for a variety of users, including pedestrians and cyclists (non-motorised transport), and
20 April 2018 (Final Draft) 62 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 28: Consolidated natural open space system
20 April 2018 (Final Draft) 63 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 29: Extended pedestrian and public open space network
20 April 2018 (Final Draft) 64 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
5.2.7 Noise Contours Impact on Land Use Activities hospitality and community activities, with limited residential development, all of which would blend with the natural environment to provide a unique Refer to Diagram 30: Noise contours impact on land use address and establish high quality developments.
The impact of noise from ORTIA operations impacts upon the permissible The land use activity mix has been achieved by the clustering of mixed uses land uses surrounding the airport. This takes into account potential future and the vertical mix of activities within a building. For example, retail, expansion plans of the airport; the noise contours have been plotted over commercial and home industries on the ground floor, with residential the proposed land use map to determine their impacts. The result of this, apartments above. However, the residential component has only been according to applicable ACC and SABS standards, is that residential proposed in those areas as permitted by the CAA standards. development is not permitted from the 55db noise level upwards. Accordingly, no residential land use activities are promoted to the west of The proposed land use activities include: the PWV 15 road reserve. Thus, the proposed mixed-use activities in that area may not include residential land uses. ▪ Business, encompassing a land-use mix of retail, offices, medium density residential (up to a density of 85 du/ha; and subject to noise The ORTIA precinct also restricts the height of developments in areas impact restrictions), hospitality uses, restaurants, community surrounding it. The CAA specifies that “no buildings or objects higher than facilities and other business purposes that are compatible with the 45 meters above the mean level of the landing area, or, in the case of a nature and character of the surrounding area; water aerodrome or heliport, the normal level of the water, must without the Institutional and hospitality, encompassing a land-use mix of approval of the Director be erected within a distance of 8 kilometres ▪ community facilities, hospitality uses, education, office parks, measured from the nearest point on the boundary of an aerodrome or medical facilities and medium density residential up to a density of heliport”. All developments within the precinct will require approval from the 85 du/ha (subject to noise impact restrictions); CAA with regard to the proposed development height. ▪ Light industrial, encompassing a land use mix of warehousing and distribution, logistics, business parks, industrial estates, offices, 5.2.8 Overall Land Use Activities high-tech and research and development estates. This could include light manufacturing activities, subject to compatibility with Refer to Diagram 31: Overall land use activities surrounding land uses; ▪ Medium density residential development, in areas free of noise The proposed land use activities build on the existing land uses and add restrictions and in response to existing developments, up to a new ones in accordance with the established requirements and the precinct density of 85 du/ha; development guidelines. ▪ Public open space, parks and recreational space, encompassing the existing natural environment with its pans and wetland systems, The land use activities that have been introduced establish a greater mix of and adjoining parklands with passive and active recreation; activities, focussed along the emerging activity spines of Great North and Atlas roads. The proposed land uses within the interior of the precinct ▪ The existing community facilities are incorporated by the placement respond to the environmental core, a rehabilitated natural environment and of compatible activities in the surrounding areas; wetland system, edged with parklands, to form a continuous green network. ▪ All existing land use activities are incorporated including all The land uses within this interior comprise a mixture of institutional and residential developments, social facilities and existing light office parks, research and development campuses, educational facilities, industrial uses.
20 April 2018 (Final Draft) 65 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 30: Noise contours impact on land use
20 April 2018 (Final Draft) 66 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 31: Overall land use activities
20 April 2018 (Final Draft) 67 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
5.2.9 Detailed Land Use Plan with Identified Sub-Precincts and Land ▪ The central open space; with its pans and wetlands, natural open Use Budget space and parklands; forms the central feature within the precinct. This is to form a regional park and biodiversity system, with passive Refer to Diagram 32: Detailed land use plan recreation and leisure activities, including walkways, cycle-ways, picnic areas and parks with play areas. The natural open space Refer to Diagram 33: Established sub-precincts system is incorporated into this, improving biodiversity and promoting conservation. This allows for low-impact activities Refer to Table 1 through to including bird-watching, eco-trails and nature walks. Where appropriate limited educational and retail activities will be permitted, such as a restaurant and information learning centre. These proposals will be subject to a detailed study and master plan, which Table 8 is to include a detailed environmental impact assessment to determine development possibilities and establish a precise The detailed land use plan elaborates on key components within the various delineation of the wetland system and open space area; land use categories: Medium density residential development, ranging in typologies from ▪ residential cluster, townhouse and row-housing, to three to four ▪ The proposed business activities are envisaged to comprise a storey walk-up apartment blocks; mixed-use typology and compact urban development that could There are two publicly owned landholdings within the precinct. The include buildings up to a height of four storeys. The buildings are to ▪ Gauteng IDZ phase 2 landholding should also be considered for front on to the main street defining the street space, establishing an business uses. The GDID landholdings, 10 – 13 Caro Nome AH, active street interface. Parking is to be accommodated at the rear have environmental constraints and fall within the noise restrictions, of the property and accessed through the secondary street network. not allowing for residential development. A detailed environmental This type of development typology allows for more intense land use assessment and feasibility is required to determine the activities that are a characteristic urban form along activity spines; development potential of the landholding; ▪ The proposed institutional and hospitality activities are more in the The establishment of a mixed-use business node is proposed near form of business parks, estates and campuses. The purpose of this ▪ the PWV15 offramp. However, light industrial uses would be development type is to respond to the natural environment within permitted on these landholdings, subject to compatibility with the the precinct, establishing a complex of low-rise buildings set within natural and character of the surrounding area. landscaped grounds and park-like settings. The developments
would incorporate natural open space features and sustainable The precinct’s urban development structure formed by the street network, development responses, including green buildings and green open space system and land use activities establishes a series of sub- infrastructure; precincts. These are: ▪ The proposed light industrial activities are less intense than those envisaged along the activity spines. The envisaged typology Sub-Precinct 1 (25.1 ha); refer to Table 1; includes business park and industrial estates, within landscaped ▪ grounds. These include low-impact light manufacturing activities ▪ Sub-Precinct 2 (107.19); refer to Table 2; that are compatible with the envisaged land uses; ▪ Sub-Precinct 3 (60.44); refer to Table 3; ▪ Sub-Precinct 4 (16.82); refer to Table 4;
20 April 2018 (Final Draft) 68 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
▪ Sub-Precinct 5 (219.62); refer Table 5. ▪ Sub-Precinct 6 (33.44); refer Table 6. ▪ Sub-Precinct 7 (46.00); refer to Table 7.
20 April 2018 (Final Draft) 69 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 32: Detailed land use plan
20 April 2018 (Final Draft) 70 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 33: Established sub-precincts
20 April 2018 (Final Draft) 71 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
The proposed land use activities of the Detailed Land Use Plan yield the following land use budget for each identified Sub-Precinct.
Table 1: Land use budget of sub-precinct 1 Table 2: Land use budget of sub-precinct 2
SUB-PRECINCT: SUB-PRECINCT 1 SUB-PRECINCT: SUB-PRECINCT 2 AREA (ha): 25.01 AREA (ha): 105.56 AERO-BLAAUPAN PP LAND USE BUDGET AERO-BLAAUPAN PP LAND USE BUDGET Land Non-Res Non-Res Res Res Land Non- Non-Res Res Res Dwellings Dwellings Area FAR Floor Area Floor FAR Area Res Floor Area Floor FAR ha ratio m² du m² ratio ha ratio m² du m² ratio LAND USE LAND USE Overall Road Network Overall Road Network
PWV Road Reserve PWV Road Reserve
POS, Parks & Recreational Space POS, Parks & Recreational Space
EXISTING LAND USE EXISTING LAND USE
Business 0.00 Business 2.29 0.25 5,725
Low Density Residential 0.00 Low Density Residential 33.83 338 74,426 0.22 10 du/ha @ 200m² per unit Medium Density Residential 0.00 Medium Density Residential 19.40 776 93,120 0.48 40 du/ha @ 120m² per unit Light Industrial 0.00 Light Industrial 0.00
PROPOSED LAND USE PROPOSED LAND USE
Precinct Street Network (Transport) 2.36 Precinct Street Network (Transport) 15.73
POS, Parks & Recreational Space 0.00 POS, Parks & Recreational Space 27.85
Community Facility 0.00 Community Facility 0.00
Medium Density Residential (new) 0.00 Medium Density Residential (new) 0.00
Business 0.00 Business 6.46 0.60 38,760 Residential above business 0.00 Residential above business 0.00
Institutional & Hospitality: 0.00 Institutional & Hospitality: 0.00
Light Industrial 22.65 0.40 90,600 Light Industrial 0.00
TOTAL: 25.01 0.40 90,600 0 0 0 TOTAL: 105.56 0.51 44,485 1,114 167,546 0.31
20 April 2018 (Final Draft) 72 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Table 3: Land use budget of sub-precinct 3 Table 4: Land use budget of sub-precinct 4
SUB-PRECINCT: SUB-PRECINCT 3 SUB-PRECINCT: SUB-PRECINCT 4 AREA (ha): 60.21 AREA (ha): 18.10 AERO-BLAAUPAN PP LAND USE BUDGET AERO-BLAAUPAN PP LAND USE BUDGET Land Non- Non-Res Res Res Land Non-Res Non-Res Res Floor Res Dwellings Dwellings Area Res Floor Area Floor FAR Area FAR Floor Area Area FAR ha ratio m² du m² ratio ha ratio m² du m² ratio LAND USE LAND USE Overall Road Network Overall Road Network
PWV Road Reserve PWV Road Reserve
POS, Parks & Recreational Space POS, Parks & Recreational Space
EXISTING LAND USE EXISTING LAND USE
Business 6.09 0.25 15,225 Business 0.00
Low Density Residential 5.92 Low Density Residential 0.00
Medium Density Residential 1.12 Medium Density Residential 0.00
Light Industrial 0.69 Light Industrial 0.00
PROPOSED LAND USE PROPOSED LAND USE
Precinct Street Network (Transport) 6.57 Precinct Street Network (Transport) 1.28
POS, Parks & Recreational Space 0.00 POS, Parks & Recreational Space
Community Facility 1.59 0.50 7,950 Community Facility 0.00
Medium Density Residential (new) 0.00 Medium Density Residential (new) 0.00
Business 14.97 0.60 89,820 Business 0.00 Residential above business 0.00 Residential above business 0.00
Institutional & Hospitality: 23.26 0.45 104,670 Institutional & Hospitality: 16.82 0.45 75,690
Light Industrial 0.00 Light Industrial 0.00
TOTAL: 60.21 0.47 217,665 0 0 0.00 TOTAL: 18.10 0.45 75,690 0 0 0.00
20 April 2018 (Final Draft) 73 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Table 5: Land use budget of sub-precinct 5 Table 6: Land use budget of sub-precinct 6
SUB-PRECINCT: SUB-PRECINCT 5 SUB-PRECINCT: SUB-PRECINCT 6 AREA (ha): 209.13 AREA (ha): 33.44 AERO-BLAAUPAN PP LAND USE BUDGET AERO-BLAAUPAN PP LAND USE BUDGET Land Non- Non-Res Res Floor Res Land Non- Non-Res Res Floor Res Dwellings Dwellings Area Res FAR Floor Area Area FAR Area Res FAR Floor Area Area FAR ha ratio m² du m² ratio ha ratio m² du m² ratio LAND USE LAND USE Overall Road Network Overall Road Network
PWV Road Reserve PWV Road Reserve
POS, Parks & Recreational Space POS, Parks & Recreational Space
EXISTING LAND USE EXISTING LAND USE
Business 1.50 0.25 3,750 Business 0.00
Low Density Residential 0.00 Low Density Residential 0.00
Medium Density Residential 9.18 367 44,064 0.48 Medium Density Residential 0.00 40 du/ha @ 120m² per unit Light Industrial 28.70 0.40 114,800 Light Industrial 30.13 0.40 120,520
PROPOSED LAND USE PROPOSED LAND USE
Precinct Street Network (Transport) 11.22 Precinct Street Network (Transport) 1.51
POS, Parks & Recreational Space 37.05 POS, Parks & Recreational Space 0.00
Community Facility 1.80 0.50 9,000 Community Facility 0.00
Medium Density Residential (new) 5.66 453 31,696 0.56 Medium Density Residential (new) 0.00 80 du/ha @ 70m² per unit Business 23.85 0.60 143,100 Business 1.80 0.60 10,800 Residential above business 1,193 71,550 0.30 Residential above business 50 du/ha @ 60m² per unit Institutional & Hospitality: 0.00 Institutional & Hospitality: 0.00
Light Industrial 90.17 0.40 360,680 Light Industrial 0.00
TOTAL: 209.13 0.43 631,330 2,013 147,310 0.38 TOTAL: 33.44 0.41 131,320 0 0 0.00
20 April 2018 (Final Draft) 74 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Table 7: Land use budget of sub-precinct 7 Refer to
SUB-PRECINCT: SUB-PRECINCT 7 AREA (ha): 44.75 AERO-BLAAUPAN PP LAND USE BUDGET Land Non- Non-Res Res Floor Res Table 8: Land use budget — total precinct Dwellings Area Res FAR Floor Area Area FAR ha ratio m² du m² ratio The total land use budget yields: LAND USE Overall Road Network ▪ A total potential floor area for mixed-use business, institutional and PWV Road Reserve hospitality, and light industrial, of approximately 1,395,000m²; with
POS, Parks & Recreational Space existing 260,000 m² (19%) and proposed 1,135,000 m² (81%); ▪ A total potential of 3,127 residential units. Existing are 1,481 (47%) EXISTING LAND USE and proposed additional are 1,646 (53%); Business 0.00 ▪ The total potential combined floor area of the envisaged detailed development framework is approximately 1.71 million m². Low Density Residential 0.00 Refer to Table 9: Land use budget — summary, population and density Medium Density Residential 0.00
Light Industrial It is estimated that the proposed development will accommodate a total residential population (existing and new) of approximately 9,400 people, PROPOSED LAND USE assuming an average household size of three persons.
Precinct Street Network (Transport) 2.12 The new medium to higher density residential developments achieve a nett POS, Parks & Recreational Space 0.00 residential unit density of approximately 70 units per hectare (u/ha). Overall nett residential unit density is approximately 37 u/ha, which includes the Community Facility 4.18 0.50 20,900 existing residential. The nett population density is approximately 152 Medium Density Residential (new) 0.00 persons per hectare.
Business 6.96 0.60 41,760 The land use budget yield and resultant population estimates form the basis Residential above business for establishing the required social facilities. Institutional & Hospitality: 31.49 0.45 141,705
Light Industrial 0.00 TOTAL: 44.75 0.53 204,365 0 0 0.00
20 April 2018 (Final Draft) 75 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Table 8: Land use budget — total precinct Table 9: Land use budget — summary, population and density
SUB-PRECINCT: PRECINCT TOTAL LAND USE SUMMARY: % ha AREA (ha): 673.97 AERO-BLAAUPAN PP LAND USE BUDGET Movement & Transport: 14.4% 97.15 Land Non-Res Non-Res Res. Res. Central POS, Waterbodies, Parks & Recreation: Dwellings Average 27.6% 186.31 Area FAR Floor Area Floor FAR % Community Facility: 1.1% 7.57 ha ratio m² du m² ratio LAND USE Business, Institutional & Hospitality, Light Industrial: 45.7% 307.83 Overall Road Network 23.08 3.4% Residential: 11.1% 75.11
PWV Road Reserve 33.28 4.9% Total: 100% 673.97
POS, Parks & Recreational Space 121.41 18.0% RESIDENTIAL DWELLING DENSITY AND Nett Density: Units EXISTING LAND USE ESTIMATED POPULATION: du/ha Total No. of Residential Units: 3,127 24 Business 9.88 0.25 24,700 1.5% Existing Residential Low & Medium Density: 1,482 21 Low Density Residential 39.75 338 74,426 0.19 5.9% New Medium Density Residential: 1,645 43 Population @ 3 p/hh: 9,380 persons Medium Density Residential 29.70 1,143 137,184 0.46 4.4% Nett Population Density: 87 p/ha Light Industrial 59.52 0.40 235,320 8.8%
PROPOSED LAND USE
Precinct Street Network (Transport) 40.79 6.1%
POS, Parks & Recreational Space 64.90 9.6%
Community Facility 7.57 37,850 1.1%
Medium Density Residential (new) 5.66 453 31,696 0.56 0.8%
Business 54.04 0.60 324,240 8.0% Residential above business 1,193 71,550 0.13
Institutional & Hospitality: 71.57 0.45 322,065 10.6%
Light Industrial 112.82 0.40 451,280 16.7%
TOTAL: 673.97 0.44 1,395,455 3,127 314,856 0.24 100.0% GRAND TOTAL: 1,710,311 0.25
20 April 2018 (Final Draft) 76 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
▪ The nearest police station is located in the Kempton Park CBD, approximately 6km distance by road. The socio-economic analysis 5.2.10 Social Facilities indicates that the precinct falls within a 20 minute service area of a police station. The indication is that at least one police station Refer to Table 10: Social facility requirements and provision should be established to serve this eastern side of the airport;
It is noted that religious facilities are not provided by the public The social facilities that are required to be provided for by the precinct plan, ▪ sector per se, and that such institutions obtain their own land and have been estimated according to the standards specified in the CoE apply for land use rights to develop their religious facility. There is MSDF. sufficient vacant land in the precinct to accommodate such
developments. This “provision” requirement will also be adjusted There are no existing public facilities within the precinct. There are two according to the negotiations between private land owners. existing religious institutions which are private developments. The CoE has established the Pomula nature reserve which includes the existing
Blaaupan, and forms part of the wider natural open space and wetland 5.2.11 Open Space and Parks system. The required social facilities for an estimated population of 9,380 people (which includes existing residents within the precinct) is outlined in Refer to Table 10: Social facility requirements and provision Table 10. Key outcomes are:
The Detailed Development Framework provides twice the space that is ▪ Medical facilities are required, at least 1 clinic; required by the standards for parks and sport facilities. These are ▪ 1 minor library is required; incorporated into the extensive open space system and public environment ▪ 1 post office is required; network that has been established. This includes the central open space system, with its adjoining parklands, sport and recreation spaces, and 1 minor community hall (250 seats) is requires; and ▪ pedestrian network. ▪ 1 facility for the care of the elderly is required.
The assessment of the detailed development framework against the above 5.2.12 Education Facilities requirements shows the following: Refer to Table 10: Social facility requirements and provision ▪ Overall, there is sufficient space for the required facilities as outlined above, although specific areas have not been allocated. These The total education facilities that are required encompass a total of four could be accommodated within the business, institutional and schools: three primary and one secondary school. Existing residential areas hospitality, and light industrial areas (where they would interface share the school facilities with Bonaero Park. There are currently no with the residential areas); secondary schools in the entire region. Provision can been made in the ▪ There is an existing library, post office and clinic adjoining the framework for at least one school area within the institutional hospitality land precinct in Bonaero Park. If these facilities were shared, then the use area. Given the clustering of the new residential area within one sub- requirements would be reduced; precinct, it is proposed that a sharing of education facilities with adjoining residential areas be undertaken, to enable an efficient utilisation of ▪ The exception is the requirement of school facilities. This is education resources and facilities. discussed separately in a following section;
20 April 2018 (Final Draft) 77 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Table 10: Social facility requirements and provision
AERO BLAAUPAN PRECINCT REQUIREMENTS CoE MSDF SOCIAL FACILITY STANDARDS Estimated Population: 9,380
AREA AREA PROVIDED IN AREA ALLO- MINIMUM ADDITIONAL TOTAL CATEGORY STANDARD EXISTING ALLO- AERO-BLAAUPAN CATION REQUIRED REQUIRED FACILITIES CATION PRECINCT PLAN
Hectares 1 facility / no. of people No. No. No. ha ha ha per facility Education Education EDUCATION Crèche 2,000 0.3 5 tbc tbc 1.50 7.6; Note- possibly Primary School 2,700 2.8 3 0 3 8.40 within precinct & Secondary School 8,100 4.8 1 0 1 4.80 14.70 shared with adjoining College 30,000 10.0 0 0 0 0.00 areas. University Area related to nature of facility Other Other HEALTH Clinic 10,000 0.2 1 0 1 0.20 Hospice (HIV) Area related to nature of facility to be determined Day Hospital 50,000 1.0 0 0 0 0.00 Gov. Hospital 100,000 2.0 0 0 0 0.00
SAFETY Police Station 25,000 0.8 0 0 0 0.00 Prison Area related to nature of facility to be determined Fire Station Area related to nature of facility to be determined Note- sufficient space in Institutional & COMMUNITY Minor Library 10,000 0.2 1 0 1 0.20 1.60 Hospitality land use Major Library 60,000 0.9 0 0 0 0.00 areas. Post Office 10,000 0.2 1 0 1 0.20 250 seats Minor Community Hall 10,000 0.2 1 0 1 0.20 500 seats Intermediate Community Hall 22,000 0.5 0 0 0 0.00 1,000 seats Major Community Hall 60,000 1.0 0 0 0 0.00 Old Age Home 10,000 0.8 1 0 1 0.80 Cemetery Area related to nature of facility
RELIGION Church 5,000 0.3 2 2 0 0.00 TOTAL PARKS TOTAL PARKS & & SPORT SPORT PARKS Local Park 3,000 0.3 3 0 3 0.90 Neighbourhood Park 15,000 1.0 1 1 0 1.00 Community Park 60,000 5.0 0 0 0 0.00 Regional Park 120,000 0 0 0 0.00 Public Open Space 10,000 0.1 1 0 1 0.10 Children's Playgrounds 1,000 0.1 9 0 9 0.90 15.80 64.90 SPORT Sports Field 1,000 0.6 9 0 9 5.40 Grassed field (2 football fields equivalent) with As per facility CSIR: 3,000 3 0 3 7.50 500-seat stand (est. 2.5 ha) Sports Complex (grouping of fields) CSIR: Athletics/Cricket Stadium (grassed field and 60,000 As per facility 0 0 0 0.00 athletics track and stand – 3 000+ seats) 32.10 72.30
20 April 2018 (Final Draft) 78 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
5.3 CONCLUSION ▪ It incorporates the outcome of the CoE’s Key Water Bodies Action Plan for the Blaaupan wetland, which recommends that the pan and Refer to Diagram 34: Spatial development outcome — perspective the open space around the pan be rehabilitated and that the parkland is reclaimed; The Aero-Blaaupan Precinct Detailed Development Framework establishes It applies the place-making principles, creating a high quality and an integrated urban precinct development, with a distinctive central open ▪ vibrant public realm with designed streets, squares and parks as space and wetland system, with surrounding parkland and recreation the focus of community life; amenities. The development proposals respond to this unique feature at the centre of the precinct, establishing a “green core”. Simultaneously, they ▪ It allows for the establishment of a broad mix of well-located, multi- consolidate existing development trends along the major routes and functional public facilities, parklands and sport and recreation uses establish new activities that realise more intense and mixed-use that establish an integrated urban development and liveable development spines, the “hard and complex edges”. In this manner the residential neighbourhoods. These meet the needs of the precinct’s full development potential is realised and maximised. population, support appropriate densities and allow for smaller living spaces; The street grid network of the precinct establishes linkages with the adjacent ▪ Establishes an appropriate urban form, realising a more areas, making the precinct accessible and permeable. Green high tech light concentrated development that is environmentally sustainable and industrial campuses, sustainable office parks and institutional estates yields an appropriate development intensity that maximises the cluster along and around the central open space system. Mixed use utilisation of the precinct land area and realises more efficient urban business activities are promoted along the major routes to form fully fledged development. activity spines. Included are light industrial land uses and the establishment of medium density liveable residential neighbourhoods with supporting community facilities.
The detailed framework achieves the physical development guidelines, including:
▪ Providing for a movement system that caters for all users, pedestrians and cyclists (non-motorised transport), public transport (rail, bus, taxi and BRT) and vehicular movement, with an emphasis on non-motorised transport; ▪ Establishing a mixed-use activity response enabling a diverse range and layering of uses and accommodate as many user groups as possible; ▪ The development integrates with its context, with a movement network that links with the existing street networks. This enables continuity of movement and maximises permeability; ▪ It includes a sustainable development response, establishing an integrated open space system and enhanced natural environment;
20 April 2018 (Final Draft) 79 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 34: Spatial development outcome — perspective
20 April 2018 (Final Draft) 80 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
6 PRIORITY FOCUS AREAS development and urban design guidelines, establishment of typologies, land use zoning specifications, investigation of how community facilities are to Refer to Diagram 35: Existing development proposals be provided, and detailed engineering services requirements.
Refer to Diagram 36: Precinct priority focus areas In the context of the above, the following aspects are highlighted from inputs provided by the specialist team members: The precinct Detailed Development Framework establishes a total of seven sub-precincts for which more detailed design guidelines will be established ▪ Socio-economic: the proposed residential component can be and planning proposals refined. developed in Sub-Precinct 4; however, the land use development dynamics may be altered should the proposed PWV 15 freeway be In view of the number of private development initiatives that are underway, built. In this regard, the land may be more suitable for activities such the following priority focus areas are proposed: as institutional (including higher education) and conferencing, distribution and warehousing; ▪ First, the development of the central open space wetland and ▪ Environmental: parkland system, as this forms the primary feature of the precinct. ➢ The alignment of the proposed PWV 15 road entails that This is a key component in providing the precinct with a unique the primary valley-bottom wetland system through which address and establishing it as a specialist destination. In addition, this road is proposed to be aligned (the road is aligned the green system has a functional ecological role, with regard to longitudinally through the wetland in the direction of flow stormwater management and the provision of passive recreation and not perpendicularly across it) could be significantly activities. A priority is to ensure that all existing and future adversely affected by the road through the loss of wetland development responds appropriately to this central feature; habitat and the alteration of hydrology (through ▪ Second, the establishment of the first east-west road link, to provide canalisation, etc.). It is strongly recommended that connectivity and local accessibility, opening up new development consideration be given to the realignment of this road to the opportunities and supporting the new initiatives. east of the wetland to avoid such impacts from materialising; As the CoE has no direct land ownership within the precinct, the preparation ➢ A number of linkage accesses that cross the PWV 15 road of sub-precinct urban design and development guidelines is a key are proposed in the Precinct Detailed Development component to directing and managing the existing development Framework. The concept of linkages between the eastern applications. This aspect is covered in the next stage of the work and western segments of the precinct site is supported, but programme. these must take the presence of the wetland, and potential
impacts on the wetland into consideration. Should a road
(vehicle) access be required, it is recommended that this 7 CONCLUSION connection across the central valley-bottom wetland be located as far north of Brentwood Park Road as possible, The Aero-Blaaupan Detailed Development Framework has established a in order to cross the valley-bottom wetland at its narrowest detailed spatial development and land use plan for the precinct. The point. Crossing the wetland to the north (closer to the following stage of work will include the refinement and adjustment of the church complex) will also avoid the large seepage wetlands plans at a sub-precinct level. This will include the preparation of detailed
20 April 2018 (Final Draft) 81 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
located to the west of the valley bottom wetland in the southern part of the site; ➢ Where new roads are planned in the vicinity of any wetlands, in particular the valley-bottom wetland (e.g. linkage roads planned along the western side of the quarry), the environmentally sustainable planning of stormwater discharge from the road must be incorporated into the design of these roads. No direct stormwater discharge into the wetland should be allowed, and the use of ‘soft’ engineering features such as swales for attenuation features, in line with the principles of Sustainable Urban Drainage (SUDS) must be implemented; ➢ Similarly, future development that will result in hard surfaces around wetlands, in particular the pans around the site, must ensure that stormwater runoff from these sites is managed so that inflows into these wetland features do not degrade the wetlands. The use of soft features for attenuation that will allow the gradual inflow of stormwater into these pans must be incorporated into new developments.
The impacts of these aspects will be incorporated at the sub-precinct planning and local urban design level.
20 April 2018 (Final Draft) 82 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 35: Existing development proposals
20 April 2018 (Final Draft) 83 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
Diagram 36: Precinct priority focus areas
20 April 2018 (Final Draft) 84 GAPP Consortium Aero-Blaaupan Precinct: Detailed Development Framework
REFERENCES
▪ Ekurhuleni Metropolitan Municipality, Metropolitan Spatial Development Framework: 2015, Section C: Spatial Development Framework. ▪ Ekurhuleni 25 Year Aerotropolis Master Plan — Part 6: Land Use Plan, 2015. ▪ Ekurhuleni Urban Design Policy Framework, COE Metropolitan Spatial Planning Division, City Planning Department (Iyer Urban Design Studio), 2016. ▪ COE GIS Information. ▪ Llewlyn Davies Yeang, Urban Design Compendium, 2000 (English Partnerships). ▪ South African Civil Aviation Authority, Information Document: Development around Aerodromes, 2014. ▪ UN Habitat Discussion Note 3 Urban Planning, A New Strategy of Sustainable Neighbourhood Planning: Five Principles, 2014.
20 April 2018 (Final Draft) 85