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Vredendal + South + North page 258 THE OLIFANTS RIVER VALLEY MATZIKAMA MUNICIPAL SDF (12.2188) CNdV africa (Pty) Ltd. draft SPATIAL DEVELOPMENT FRAMEWORK 18 April 2013 page 259 MATZIKAMA MUNICIPAL SDF (12.2188) CNdV africa (Pty) Ltd. draft SPATIAL DEVELOPMENT FRAMEWORK 18 April 2013 page 260 5.10 VREDENDAL (population: ± 20 400) (IDP 2012-2017) 5.10.1 SPATIAL ANALYSIS, see Figures 5.101.1 Sub-regional location • Vredendal is located at the centre of the Olifants River corridor between Klawer and Lutzville; • It occupies a strategic position where the R27 bridge connects the R362/R27 serving the north bank of the Olifants River irrigation scheme with the R363 serving the south bank between Klawer and Lutzville; • The rail line from Bitterfontein to Cape Town passes through the town; • The R27 connects Vredendal to the N7 approximately 25kms away at Vanrhynsdorp; • The tarred road to the coastal settlements of Strandfontein and Doring Bay also passes through the town; and, • Vredendal is thus well placed as a service centre for the region. View of Vredendal North, 2.5kms away Layout pattern • Vredendal comprises three distinct components: - Vredendal South, the original settlement, located at a crossing point over the Olifants River and situated on fertile land in the flood plain. It is hemmed in on all sides by highly productive agricultural land watered by the irrigation system; - Across the river raised above Vredendal South on a low plateau is Vredendal North, a large apartheid dormitory area inhabited by the town’s Coloured and Black people; and - Between the two, at the junction of the R362 to Lutzville and R27 to Vanrhynsdorp and Klawer are the rail station and an industrial and civic area. • Because of these three distinct components and the scale at which they function, detailed analyses and proposals are made separately for Vredendal South and then Vredendal North and the industrial area, see sections 5.11 and 5.12. Urban quality • The urban quality of the three components differs considerably. This will be discussed in more detail below in section Industrial area in between Vredendal North and South 5.11 and 5.12. In general however, Vredendal South’s urban quality is of a higher standard than that found in Vredendal North. Challenges and potential • At the overall level of the settlement the major challenge is how to integrate the current three very separate components; • To a certain extent this can never be achieved because of the alignment of the Olifants River and the intensive agriculture in its floodplain between Vredendal North and South, both of which are fundamental to the ongoing environmental and economic sustainability of the area; • The sloping hill side below Vredendal North may also be seen as a deterrent to some extent and certainly development here, if considered in a short term, once off development sense, will be more expensive than on flat land; and, • However, if long term life cycle costs are taken into account, particularly those relating to commuting and access, coupled with the fact that these slopes offer impressive views over Vredendal South and the Olifants River valley then important opportunities present themselves. MATZIKAMA MUNICIPAL SDF (12.2188) CNdV africa (Pty) Ltd. draft SPATIAL DEVELOPMENT FRAMEWORK 18 April 2013 page 261 . Figure 5.10 .1.1 Vredendal: Analysis MATZIKAMA MUNICIPAL SDF (12.2188) CNdV africa (Pty) Ltd. draft SPATIAL DEVELOPMENT FRAMEWORK 18 April 2013 page 262 Figure 5.10.1.2 Vredendal: Aerial photograph MATZIKAMA MUNICIPAL SDF (12.2188) CNdV africa (Pty) Ltd. draft SPATIAL DEVELOPMENT FRAMEWORK 18 April 2013 page 263 5.10.2 VREDENDAL WHOLE TOWN: PROPOSALS account only, the nature of this development will have to consider 5.10.2.1 Sub-regional Public and Non-motorised Transport Routes market viability, especially for GAP and upmarket housing, commercial Vredendal is in close proximity, + 25kms, to the nearby settlements of Lutzville, Klawer and Vanrhynsdorp. and industrial development, while considering its long terms social The regional routes in the area currently lack shoulders and are generally suitable for freight and private motor vehicle benefits. traffic only. These routes are unable to accommodate abnormal freight. Regional routes that are able to accommodate abnormal freight are to be identified. The rural areas along the corridor are characterized by high population densities with people also requiring public transport. If these routes were upgraded to include wide shoulders to facilitate cycling and public transport stops this would facilitate higher levels of more cost effective and lower energy consuming traffic between these four settlements. This would support the local public transport industry as well as those wishing to cycle for commuting or recreational purposes between the towns. This function would be further enhanced if these routes were lined with avenues of trees as used to be done on rural roads by the Western Cape Roads departments from the 1930s to the 1960s. The water limitations of the region are to be taken into consideration when trees selecting trees for this purpose. This would also help promote the area to visitors and tourists as well. Trees suitable to the climate conditions of the area are proposed in section 5.3.4. 5.10.2.2 Local proposals Figure 5.10.1.2 indicates the broad framework for the future development of Vredendal North and South: • The intensive agricultural land in which Vredendal South is located represents a massive investment in infrastructure, institutional support from government and the long term experience and expertise of the farmers and this underlying asset should be protected to the greatest extent possible; • All future greenfields development that could expand the urban footprint of Vredendal South should be encouraged to locate elsewhere – either at one of the other linked settlements or on the large piece of land below Vredendal North indicated for future development; • The gateway experiences on entering the settlement from the four access roads need to be enhanced. This is already happening to a certain extent on the entrance road from Klawer where farmers have upgraded and landscaped their frontages along the R363; • Three nodes need to be emphasized: - at the T-junction in Vredendal South – already developed to some extent but needs to be maintained; - the entrance road to Vredendal North is very undeveloped and does not reflect that it is the gateway to where by far the majority of the town’s residents live; - the intersection with the roads to Lutzville and Vanrhynsdorp also requires considerable upgrading; and, • The strategic importance and potential of the slopes below Vredendal South as a development opportunity are clear. Because this site will be more expensive to develop taking short term development costs into MATZIKAMA MUNICIPAL SDF (12.2188) CNdV africa (Pty) Ltd. draft SPATIAL DEVELOPMENT FRAMEWORK 18 April 2013 page 264 5.11 VREDENDAL SOUTH (population: + 3 000) (IDP 2012-2017) 5.11.1 SPATIAL ANALYSIS, see Figures 5.11.1 Sub-regional location • Vredendal South is located just south of the Olifants River at the bridge crossing where the R27 intersects with the R363 between Lutzville and Klawer; • This intersection forms the main focal point of the settlement; and, • Vredendal north, functionally part of Vredendal south, is located across the river between 2.5 and 4kms away. Layout pattern • Although Vredendal South is a relatively young settlement and only developed with the onset of the Olifants River irrigation scheme in the 1940s it is laid out with the rectangular grid of a ‘voortrekker rydorp’. Here the long streets were aligned with the nearby river and contours so that water could be led along the verges to Vacant land along Copper Street irrigate food gardens; • This pattern also facilitated incremental subdivision of the plots over time; • This incremental development pattern has resulted in a number of well located central plots remaining vacant; • It has also resulted in the haphazard development of the major street network with different surfaces along the same length of road and in some cases, key sections remain unmade; and, • The most recent developments have pushed southwards so that they now abut the irrigation canal. This raises a number of concerns: - At a principle level it means that arable land, scarce in the national and local context and well located next to an expensive irrigation canal, has been taken out of production; - At a detail design level it is important that urban development relates positively to features such as canals. They should face onto them and access roads should line the banks of the canal so as to facilitate surveillance and maintenance. It is very important that such developments do not turn their back on features such as canals and rivers. There is a good example of how to respond positively to a feature such as a canal in Klawer. Kerk St, Vredendal South Urban quality • Vredendal largely developed since the 1940s and its buildings generally reflect this heritage; • Building styles are reminiscent of the 1950s and 60s with no colonnaded sidewalks. Streets tend to be wide and are more convenient for cars than pedestrians. Some are lined with generous tree lines although these are sparse in other areas; • Residential buildings are mainly one storey ranch style house single dwellings. In recent years more compact town house schemes have developed and there are a few three storey blocks of flats. Most commercial buildings are one or two storeys; and, • Buildings are generally well maintained and there is considerable tree planting. However, maintenance along the main streets of Voortrekker Road and Kerk Street needs to be carefully watched, especially if there is an exodus of current high street tenants to the proposed new out of town shopping centre at the eastern entrance to the town on the R363.
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