CITY OF EKURHULENI: URBAN DESIGN PRECINCT PLANS

AERO-BLAAUPAN URBAN DESIGN PRECINCT PLAN

Prepared by: The GAPP Consortium

Prepared for: Metropolitan Spatial Planning Division City Planning Department City of Ekurhuleni

Version: Final Submission

GAPP Consortium Aero-Blaaupan Urban Design Precinct Plan

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 HaskoningDHV Contact: Janet Loubser tel: +27 11 798 6000 email: [email protected] web: www.rhdhv.co.za

Kayamandi Development Services Contact: Russell Aird tel: +27 12 346 4845 email: [email protected] web: www.kayamandi.co.za

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TABLE OF CONTENTS 2.4.2 National and Provincial Policies, Development Plans and Projects 50 2.4.3 Principles and Development Strategy ...... 50 CONTACT DETAILS ...... 2 2.4.4 Airport East Development Strategy ...... 52 TABLE OF CONTENTS ...... 3 2.4.5 CoE Policies, Development Plans and Projects ...... 56 2.4.6 MSDF Urban Structuring Elements ...... 57 LIST OF DIAGRAMS ...... 6 2.4.7 MSDF Urban Design Principles ...... 58 LIST OF TABLES ...... 9 2.4.8 MSDF Street Edge Guidelines ...... 58 2.4.9 MSDF Spatial Development Strategy ...... 59 LIST OF ABBREVIATIONS...... 10 2.4.10 Key Elements of the Urban Design Policy ...... 75 1. GENERAL INTRODUCTION ...... 11 2.4.11 Urban Design Policy Principles ...... 75 2.4.12 Supplementary Urban Design Guidelines ...... 78 1.1 BACKGROUND ...... 11 2.4.13 Institutional Arrangements ...... 80 1.2 AIM...... 11 2.4.14 Development Proposals ...... 81 1.3 APPROACH ...... 11 2.4.15 Rezoning of Agricultural Smallholdings ...... 82 1.4 WHY A PRECINCT PLAN? ...... 12 2.4.16 Assessment Outcomes ...... 82 1.5 STRUCTURE OF THE REPORT ...... 12 2.5 STAKEHOLDER VIEWS ON THE CONTEXT AND STATUS QUO 2 CONTEXTUAL AND STATUS QUO ANALYSIS ...... 14 86 2.5.1 The Stakeholder Engagement Process ...... 86 2.1 INTRODUCTION ...... 14 2.5.2 Assessment Outcomes ...... 86 2.2 PURPOSE ...... 14 2.6 CONTEXT AND STATUS QUO CONSOLIDATION ...... 87 2.3 SPATIAL CONTEXT AND STATUS QUO ...... 15 2.6.1 Assessment Outcomes, Constraint and Opportunities ...... 87 2.3.1 Regional Context ...... 15 2.6.2 Conclusion ...... 93 2.3.2 Site Locality and Extent ...... 18 2.3.3 Characteristics and Key Features ...... 19 3 PRECINCT DEVELOPMENT CONCEPT...... 95 2.3.4 Zoning and Land Legal Status ...... 19 3.1 INTRODUCTION ...... 95 2.3.5 Ownership ...... 22 3.1.1 Regional Development Concept ...... 95 2.3.6 Roads and Movement Systems ...... 23 3.1.2 Precinct Structuring Elements ...... 99 2.3.7 Public Transport and Pedestrian Movement ...... 29 3.1.3 Conclusion ...... 104 2.3.8 Freight ...... 31 2.3.9 ORTIA Impact: Noise and Height Restrictions ...... 31 4 DETAILED DEVELOPMENT FRAMEWORK ...... 105 2.3.10 Open Space and Natural Environment ...... 34 4.1 INTRODUCTION ...... 105 2.3.11 Land Use and Key Activities ...... 37 4.2 PURPOSE ...... 105 2.3.12 Social Facilities and Public Amenities ...... 39 4.3 PROCESS ...... 105 2.3.13 Existing Built Form and Characteristics of Developments .. 40 4.4 THE PRECINCT DETAILED DEVELOPMENT FRAMEWORK 106 2.3.14 Socio-Economic Overview ...... 41 4.4.1 Introduction ...... 106 2.3.15 Infrastructure and Services Overview ...... 44 4.4.2 The Physical Development Vision ...... 106 2.4 POLICIES, PLANS AND PROJECTS CONTEXT ...... 50 4.4.3 Movement Systems: Streets and Circulation ...... 108 2.4.1 Overview ...... 50 4.4.4 Movement Systems: Public Transport ...... 116

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4.4.5 Proposed Natural Open Space System ...... 116 5.6.5 Sub-Precinct 5 — Brentwood Light Industrial: Land Use 4.4.6 Proposed Public Environment Network Error! Bookmark not Activities and Development Controls ...... 162 defined. 5.6.6 Sub-Precinct 6 — Lancaster Commercial Park: Land Use 4.4.7 Noise Contours Impact on Land Use Activities ...... 119 Activities and Development Controls ...... 163 4.4.8 Overall Land Use Activities ...... 119 5.6.7 Sub-Precinct 7 — Caro Nome South: Land Use Activities and 4.4.9 Detailed Land Use Plan with Identified Sub-Precincts and Development Controls ...... 164 Land Use Budget ...... 122 5.6.8 Conclusion ...... 165 4.4.10 Social Facilities and Educational Facilities ...... 125 5.7 COMMUNITY FACILITIES PLAN ...... 166 4.4.11 Open Space and Parks ...... 125 5.7.1 Social Services Development ...... 166 4.4.12 Conclusion ...... 126 5.7.2 Open Space and Parks ...... 166 5.7.3 Education Facilities ...... 167 5 KEY PLANS: DETAILED DEVELOPMENT FRAMEWORK ...... 128 5.8 INFRASTRUCTURE SERVICES PLAN ...... 169 5.1 INTRODUCTION ...... 128 5.8.1 Water Infrastructure ...... 169 5.2 PURPOSE ...... 128 5.8.2 Stormwater Infrastructure ...... 171 5.3 INTEGRATED MOVEMENT AND PUBLIC TRANSPORT PLAN 5.8.3 Electrical Infrastructure ...... 172 128 5.8.4 Solid Waste Infrastructure ...... 172 5.3.1 Integrated Movement and Street Grid Plan ...... 128 5.8.5 Sewer Infrastructure ...... 173 5.3.2 Road Network Options ...... 131 5.8.6 Telecommunications Infrastructure ...... 174 5.3.3 Public Transport Plan ...... 138 5.9 SOCIO-ECONOMIC DEVELOPMENT PLAN ...... 176 5.3.4 Non-motorised Transport ...... 138 5.10 CONCLUSION: REALISING LATENT DEVELOPMENT 5.3.5 Transport Plan Recommendations ...... 142 POTENTIAL IN A SUSTAINABLE MANNER ...... 181 5.3.6 Transportation Design Principles ...... 143 6 URBAN DESIGN DIRECTIVES ...... 182 5.4 ENVIRONMENTAL DEVELOPMENT PLAN ...... 145 5.4.1 Natural Environment and Systems ...... 145 6.1 INTRODUCTION ...... 182 5.4.2 Key Environmental Components ...... 145 6.2 PURPOSE ...... 182 5.4.3 Environmental Proposals and Interventions ...... 146 6.3 URBAN DESIGN PLAN ...... 182 5.4.4 Environmental Recommendations ...... 149 6.3.1 Possibility and Flexibility ...... 183 5.5 LAND USE PLAN ...... 151 6.3.2 The Built Form ...... 183 5.5.1 Precinct Land Use Specification...... 153 6.3.3 Circulation and Connectivity ...... 185 5.6 SUB-PRECINCTS STRUCTURE ...... 156 6.3.4 Public Realm, Landscaping and Natural Environment ...... 185 5.6.1 Sub-Precinct 1 — Gateway Triangle: Land Use Activities and 6.3.5 Urban Design Directives Co-ordinate Interventions ...... 185 Development Controls ...... 156 6.4 AERO-BLAAUPAN PRIMARY FOCUS AREAS AND KEY SUB- 5.6.2 Sub-Precinct 2 — Bonaeropark Ext.1 Res.: Land Use PRECINCTS ...... 188 Activities and Development Controls ...... 158 6.4.1 Blaaupan and Surrounds ...... 190 5.6.3 Sub-Precinct 3 — Atlas Road Activity Spine: Land Use 6.4.2 Parkhaven Pan and Surrounds ...... 196 Activities and Development Controls ...... 159 6.4.3 Sub-Precinct 1 — Gateway Triangle Design Directives .... 203 5.6.4 Sub-Precinct 4 — PWV 15 Interface: Land Use Activities and 6.4.4 Sub-Precinct 3 — Atlas Road Activity Spine: Publicly Owned Development Controls ...... 161 Land Design Directives ...... 206

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6.4.5 Sub-Precinct 5: Brentwood Light Industrial Design Directives 7.6.4 Ekurhuleni Urban Design Advisory Committee (EUDAC) . 282 209 7.6.5 General Municipal Urban Management and Management 6.5 PUBLIC ENVIRONMENT URBAN DESIGN DIRECTIVES ...... 214 Districts 282 6.5.1 Public Environment Components ...... 214 7.6.6 Project Implementation Business Plan Preparation ...... 284 6.5.2 Priority Streetscapes and Pedestrian Links ...... 218 7.6.7 Institutional Arrangements ...... 285 6.5.3 Mobility Route Parkways ...... 220 7.7 CONCLUSION: PRIORITY ACTIONS ...... 287 6.5.4 Street Furniture and Signage ...... 226 8 CONCLUSION ...... 291 6.5.5 Public Installations, Art and Edges ...... 226 6.6 CONCLUSION ...... 231 8.1 URBAN DESIGN PRECINCT PLAN ...... 291 8.2 SECTOR PLANS, KEY AREA URBAN DESIGN PLANS AND 7 IMPLEMENTATION STRATEGY ...... 232 DESIGN DIRECTIVES ...... 291 7.1 INTRODUCTION ...... 232 8.3 KEY DUE DILIGENCE STUDIES ...... 292 7.1.1 Aim ...... 232 8.4 IMPLEMENTATION STRATEGY ...... 293 7.1.2 Components ...... 232 8.5 REALISING DEVELOPMENT POLICY AND MEETING 7.1.3 Section Outline ...... 232 COMMUNITY NEEDS ...... 293 7.2 IMPLEMENTATION STRATEGY: A SERIES OF PARALLEL 8.6 WAY FORWARD ...... 294 COMPONENTS ...... 234 REFERENCES ...... 296 7.3 CATALYTIC INTERVENTIONS AND KEY PROJECTS ...... 234 7.3.1 Overview ...... 234 7.3.2 Due Diligence Components Impacting Interventions ...... 235 7.3.3 Types of Interventions ...... 238 LIST OF ANNEXURES

7.4 STRATEGIC INITIATIVES TO CONTINUE DEVELOPMENT ANNEXURE 1 MOMENTUM ...... 273 1 ROADS AND TRANSPORT CONTEXT AND STATUS QUO 7.4.1 Development Strategy for Areas in Transition ...... 273 2 TRANSPORTATION AND TRAFFIC PLAN 7.4.2 Precinct Roads Master Plan ...... 273 7.4.3 Incremental Infrastructure Services Upgrades and Expansion 274 ANNEXURE 2 7.4.4 Summary of Initiatives Promoting Ongoing Development 276 3 ENVIRONMENTAL ASSESSMENT CONTEXT AND STATUS 7.5 URBAN DESIGN PRECINCT PLAN CUSTODIAN AND QUO IMPLEMENTATION AGENT ...... 280 7.5.1 Overview ...... 280 ANNEXURE 3 7.5.2 Precinct Plan Custodian and Implementation —Agency 4 ECONOMIC ASSESSMENT CONTEXT AND STATUS QUO Options and Functions ...... 280 5 ECONOMIC DEVELOPMENT PLAN 7.6 INSTITUTIONAL STRUCTURES AND PROJECT IMPLEMENTATION BUSINESS PLANS ...... 281 ANNEXURE 4 7.6.1 Overview ...... 281 6 INFRASTRUCTURE AND SERVICES CONTEXT AND STATUS 7.6.2 Infrastructure Coordination Task Team ...... 281 QUO 7.6.3 Land-Legal Facilitation Task Team ...... 281 7 ENGINEERING SERVICES PLAN

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LIST OF DIAGRAMS Diagram 31: CoE MSDF — Spatial Development Strategy (Focusing on the Precinct) ...... 64 Diagram 1: Precinct Location Within CoE ...... 16 Diagram 32: CoE BEPP ...... 65 Diagram 2: Regional Context ...... 17 Diagram 33: The Precinct in the Context of the Region A RSDF ...... 68 Diagram 3: Site Locality and Extent ...... 18 Diagram 34: Region A RSDF — Precinct Focus ...... 69 Diagram 4: Character and Features ...... 20 Diagram 35: Aero City Centre Primary Node — Vision in MSDF ...... 70 Diagram 5: Zoning and Land Legal Status ...... 21 Diagram 36: Precinct in Context of the Aero City Centre Primary Node — Diagram 6: Ownership ...... 22 Land Use and Movement ...... 71 Diagram 7: Roads and Movement Systems (Existing and Proposed) — Diagram 37: Precinct in Context of the Aero City Centre Primary Node — Regional Context ...... 24 Local Level ...... 72 Diagram 8: Existing Road Network ...... Error! Bookmark not defined. Diagram 38: Seven Environmental Policy Focus Areas or Ultimate Diagram 9: Roads and Movement Systems (Existing and Proposed) — Outcomes ...... 74 Local Context ...... 27 Diagram 39: CoE Urban Design Policy ...... 77 Diagram 10: Road Hierarchy...... 28 Diagram 40: CoE Urban Design Policy — Supplementary Guidelines ..... 78 Diagram 11: Public Transport — Regional LevelError! Bookmark not Diagram 41: Administrative Boundaries for the Precinct Including the Ward defined. Boundaries and the Customer Care Areas Served by the CCCs ...... 80 Diagram 12: Freight concept in terms of the GSDF, 2010 ...... 31 Diagram 42: Jewellery Manufacturing Precinct SDP ...... 81 Diagram 13: Noise Contours — Regional Context ...... 32 Diagram 43: Development Proposals / Township Applications in and Around Diagram 14: Noise Contours — Local Context ...... 33 the Precinct ...... 83 Diagram 15: Potential Height Zone Impacts ...... 33 Diagram 44: Recommendations for the Precinct from Stakeholders ...... 86 Diagram 16: Natural Habitat with Internal and External Ecological Linkages Diagram 45: Spatial Context and Status Quo Assessment Outcomes — ...... 35 Opportunities and Constraints — Regional Context ...... 91 Diagram 17: Open Space and Natural Features ...... 36 Diagram 46: Spatial Context and Status Quo Assessment Outcomes — Diagram 18: Land Use and Activity Patterns ...... 38 Opportunities and Constraints — Local Context ...... 92 Diagram 19: Social and Public Amenities ...... 39 Diagram 47: Development Concept at a Regional Scale ...... 96 Diagram 20: Existing Figure Ground ...... 40 Diagram 48: Light Industrial, Distribution, Offices, Retail, Community and Diagram 21: Catchment Delineation and General Drainage Directions .. 45 Airport-Related Activities Occurring in the Precinct ...... 98 Diagram 22: Existing Stormwater Channels ...... 45 Diagram 49: Primary Mixed-Use Nodes ...... 100 Diagram 23: Reservoir Supply Areas ...... 46 Diagram 50: Activity Spines — Atlas Road and Great North Road ...... 101 Diagram 24: Flow Directions of Wastewater in the AB Precinct ...... 47 Diagram 51: Natural Open Space System ...... 102 Diagram 25: Ekurhuleni 25-Year Aerotropolis Master Plan ...... 53 Diagram 52: Precinct Development Concept and Land Parcels ...... 103 Diagram 26: Aerotropolis — Airport East Development Strategy — Tech Diagram 53: Physical Development Vision . Error! Bookmark not defined. R&D Hub at Great North Road ...... 54 Diagram 54: Movement and Circulation — Access Street Network ...... 111 Diagram 27: Aerotropolis — Tech R&D Hub at Atlas Road (West of the Diagram 55: Movement and Circulation — Street Grid and Main Streets Precinct) ...... 55 (Favoured Option) ...... 112 Diagram 28: Hierarchy of Plans in Terms of Spatial Planning ...... 56 Diagram 56: Movement and Circulation — Street Grid and Main Streets Diagram 29: CoE MSDF — Refinement of the Spatial Structuring Elements (Option 2) ...... 113 ...... 62 Diagram 57: Movement and Circulation — Extensions Forging Connectivity Diagram 30: CoE MSDF — Spatial Development Strategy ...... 63 ...... 114

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Diagram 58: Movement and Circulation — Road Classification in Terms of Diagram 88: Parkhaven Pan Parkland — Location ...... 196 RAMS (2012) Guidelines ...... 115 Diagram 89: Parkhaven Pan Parkland Urban Design Plan ...... 197 Diagram 59: Option A — Wetland Frontage Road and Subdivision Options Diagram 90: Parkhaven Pan Parkland — Activities and Uses...... 199 ...... Error! Bookmark not defined. Diagram 91: Parkhaven Pan Parkland — Spatial Configuration ...... 200 Diagram 60: Option B — Internal Access RoadError! Bookmark not Diagram 92: Parkhaven Pan Parkland — Envisaged Environmental defined. Character ...... 201 Diagram 61: Option C — Property ConsolidationError! Bookmark not Diagram 93: Central Open Space Pedestrian Network ...... 202 defined. Diagram 94: Gateway Triangle — Location ...... 203 Diagram 62: Public Transport Network ...... Error! Bookmark not defined. Diagram 95: Gateway Triangle — Urban Design Plan and Precedents . 204 Diagram 63: Consolidated Natural Open Space SystemError! Bookmark Diagram 96: Gateway Triangle — Design Directives ...... 205 not defined. Diagram 97: Publicly-Owned Land and Surrounds — Location ...... 206 Diagram 64: Extended Pedestrian and Public Open Space Network ..... 118 Diagram 98: Publicly-Owned Land and Surrounds — Urban Design Plan Diagram 65: Noise Contours’ Impact on Land Use ...... 120 and Precedents ...... 207 Diagram 66: Overall Land Use Activities ...... 121 Diagram 99: Publicly-Owned Land — Design Directives ...... 208 Diagram 67: Established Sub-Precincts ...... 123 Diagram 100: Brentwood Light Industrial — Location ...... 209 Diagram 68: Spatial Development Outcome — Perspective ...... 127 Diagram 101: Brentwood Light Industrial — Urban Design Plan ...... 211 Diagram 69: Integrated Movement and Street-Grid PlanError! Bookmark Diagram 102: Brentwood Light Industrial — Design Directives ...... 212 not defined. Diagram 103: Design Directives for Industrial and Residential Interface 213 Diagram 70: Public Transport Plan ...... 140 Diagram 104: Aero-Blaaupan Public Environment Components ...... 215 Diagram 71: Proposed NMT Network ...... 141 Diagram 105: Priority Street and Pedestrian Interventions ...... 218 Diagram 72: Consolidated Transport Plan ...... 144 Diagram 106: Streetscape — Pedestrian Avenue: Mirabel Street and Diagram 73: Environmental Development Plan — Central Spine Regional Lanseria Road ...... 221 Park and Natural Open Space ...... 148 Diagram 107: Streetscapes — Pan Perimeter Street: Geldenhuys Street Diagram 74: Land Use Plan ...... 152 and Busschau Road ...... 222 Diagram 75: Aero-Blaaupan — Structure of Sub-Precincts ...... 157 Diagram 108: Streetscapes — Pedestrian Link with the Church ...... 223 Diagram 76: Community Facilities and Public AmenitiesError! Bookmark Diagram 109: Streetscapes — Industrial Estate Boulevard Road No. 5 224 not defined. Diagram 110: Streetscapes — Mobility Route Parkways ...... 225 Diagram 77: Precinct Plan Sub-Precinct ...... 170 Diagram 111: Street Furniture Palette ...... 227 Diagram 78: Infrastructure Services Plan — Overview ...... 175 Diagram 112: Signage and Way-Finding Palette ...... 228 Diagram 79: Urban Design Plan: Form Response ...... 184 Diagram 113: Public Installations and Art ...... 229 Diagram 80: Public Environment Plan ...... 187 Diagram 114: Edges — Boundaries and Gateways ...... 230 Diagram 81: Primary Focus Areas ...... 188 Diagram 115: Overview of Catalytic Interventions ...... 239 Diagram 82: Aero-Blaaupan Key Sub-Precincts with Focus Areas ...... 189 Diagram 116: Design and Deliver Projects and Initiatives ...... 241 Diagram 83: Blaaupan Parkland — Location ...... 190 Diagram 117: Section of Road Link ...... 245 Diagram 84: Blaaupan Parkland — Urban Design Plan ...... 191 Diagram 118: Alignment of East-West Road Link ...... 246 Diagram 85: Blaaupan Parkland — Activities and Uses ...... 193 Diagram 119: Lake-Based Park and Recreation Example ...... 247 Diagram 86: Blaaupan Parkland — Spatial Configuration ...... 194 Diagram 120: Blaaupan Park and Recreation Facility Development Plan Diagram 87: Blaaupan Parkland — Envisaged Environmental Character ...... 248 ...... 195 Diagram 121: Road No.5 Boulevard Streetscape ...... 249

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Diagram 122: Road No.5 Boulevard Development Plan ...... 250 Diagram 123: Stormwater Pipelines Example ...... 251 Diagram 124: Example of Stormwater Attenuation Dam ...... 252 Diagram 125: Electrical Substation Upgrade Example ...... 253 Diagram 126: Electrical MV Cabling Reticulation Example ...... 254 Diagram 127: Key Projects — Engineering Infrastructure Services Plan (Phase 1) ...... 255 Diagram 128: Plan and Promote Key Initiatives — Aero-Blaaupan Regional Park and Nature Reserve / Greenbelt ...... 259 Diagram 129: Illustrate and Facilitate Key Initiatives ...... 263 Diagram 130: Location — GIDZ Land Development ...... 264 Diagram 131: Urban Design Plan and Precedents — GIDZ Land Development ...... 265 Diagram 132: Location — GDID Land Development ...... 266 Diagram 133: Urban Design Plan and Precedents — GDID Land Development ...... 267 Diagram 134: Erf 288 Pomona Estates — Leisure, Hotel and Conferencing Development ...... 268 Diagram 135: Caro Nome AH (South) and Parkhaven Ext. 5 Land Development — Design Guidelines ...... 269 Diagram 136: Location and Envisaged Character — Sub-Precinct 5 Green Industrial Estate ...... 270 Diagram 137: Design Vision — Sub-Precinct 5 Green Industrial Estate 271 Diagram 138: Development Strategies for Adjoining Areas in Transition 277 Diagram 139: Precinct Roads Master Plan ...... 278 Diagram 140: Incremental Services Infrastructure Development ...... 279 Diagram 141: Proposed Institutional Arrangements ...... 286

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LIST OF TABLES Table 30: Business, Institutional and Hospitality: Community Facility Benefits...... 177 Table 1: Current Land Use Budget ...... 37 Table 31: Industrial Benefits ...... 178 Table 2: BEPP Indicator Targets ...... 61 Table 32: Residential Benefits ...... 179 Table 3: Roles and Function of Region A in Terms of the MSDF ...... 66 Table 33: Open Space Benefits ...... 180 Table 4: Development Proposals / Township Applications Within the Table 34: Catalytic Interventions Overview ...... 238 Precinct ...... 84 Table 35: Catalytic Project A1— East-West Road Link ...... 245 Table 5: Assessment Outcomes: Constraints and Opportunities ...... 87 Table 36: Catalytic Project A2 — Blaaupan Park and Recreation Facility Table 6: Land Use Budget — Total Precinct...... 124 ...... 247 Table 7: Land Use Budget — Summary, Population and Density ...... 125 Table 37: Catalytic Project A3 – Road No.5 Boulevard ...... 249 Table 8: Summary Land Use Budget ...... 151 Table 38: Catalytic Project A4(a): Stormwater Upgrade (Phase 1) ...... 251 Table 9: Population and Residential Yield ...... 151 Table 39: Catalytic Project A4(b): Central Stormwater Attenuation Dam Table 10: Aero-Blaaupan Precinct Land Use Range ...... 154 (Phase 1 Infrastructure) ...... 252 Table 11: Sub-Precinct 1 — Gateway Triangle: Land Use Budget...... 156 Table 40: Catalytic Project A4(c): Electrical Substations’ Upgrade (Phase 1 Table 12: Sub-Precinct 1 — Gateway Triangle: Activities and Controls 158 infrastructure) ...... 253 Table 13: Sub-Precinct 2 —Bonaeropark Ext.1 Res: Land Use Budget 158 Table 41: Catalytic Project A4(d): Cabling — Electrical Reticulation (Phase Table 14: Sub-Precinct 2 — Bonaeropark Ext.1 Res.: Activities and Controls 1 Infrastructure) ...... 254 ...... 159 Table 42: Summary of Catalytic Capital Projects: Implementation Table 15: Sub-Precinct 3 — Atlas Road Activity Spine: Land Use Budget Programme Overview and Cost Summary ...... 257 ...... 159 Table 43: Development Promotion and Facilitation Overview ...... 272 Table 16: Sub-Precinct 3 —Atlas Road Activity Spine: Activities and Table 44: Summary of Supporting Initiatives ...... 276 Controls ...... 160 Table 45: High Priority Actions and Short-Term Time Frame Catalytic Table 17: Sub-Precinct 4 — PWV 15 Interface: Land Use Budget...... 161 Projects and Interventions ...... 288 Table 18: Sub-Precinct 4 — PWV 15 Interface: Activities and Controls 161 Table 19: Sub-Precinct 5 — Brentwood Light Industrial: Land Use Budget ...... 162 Table 20: Sub-Precinct 5 — Brentwood Light Industrial: Activities and Controls ...... 163 Table 21: Sub-Precinct 6 — Lancaster Commercial Park: Land Use Budget ...... 163 Table 22: Sub-Precinct 6 — Lancaster Commercial Park: Activities and Controls ...... 164 Table 23: Sub-Precinct 7 — Caro Nome South: Land Use Budget ...... 164 Table 24: Sub-Precinct 7 — Caro Nome South: Activities and Controls 165 Table 25: Social Services and Community Facilities: Requirements .... 168 Table 26: Current Water Demand in Precinct ...... 169 Table 27: Precinct Plan Development Water Demand ...... 170 Table 28: Existing Precinct Sewer Demand...... 173 Table 29: Precinct Plan Development Sewer Demand ...... 174

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LIST OF ABBREVIATIONS

ACSA – Airports Company South Africa MSA – Municipal Systems Act AB – Aero-Blaaupan (Precinct of Study) MSDF – Metropolitan Spatial Development Framework BEPP – Built Environment Performance Plan MTREF – Medium Term Revenue and Expenditure Framework BEVC – Built Environment Value Chain NATMAP – National Transport Master Plan BRT – Bus Rapid Transit NDP – National Development Plan CAA – Civil Aviation Authority NEMBA – National Environmental Management Biodiversity Act CBA – Critical Biodiversity Areas NFEPA – National Freshwater Ecosystem Priority Area CBD – Central Business District NLTA – National Land Transport Act CCA – Customer Care Areas NLTSF – National Land Transport Strategic Framework CCC – Customer Care Centres NMT – Non-Motorised Transport CIF – Capital Investment Framework OL – Operating License CoE– City of Ekurhuleni ORTIA – OR Tambo International Airport CoJ – City of Johannesburg PA – Protected Area CoT – City of Tshwane PES – Present Ecological State DoT–Department of Transport PLTF – Gauteng Provincial Land Transformation Framework EAP– Economically Active Population PLUG – Planning and Land Use Guidelines EBOSS – Ekurhuleni Biodiversity and Open Space Strategy PRASA – Passenger Rail Agency of South Africa EIA – Environmental Impact Assessment RSDF – Regional Spatial Development Framework EMF –Environmental Management Framework SABS – South African Bureau of Standards ERWAT– East Rand Water Care Company SANRAL – South African National Roads Agency ESA – Ecological Support Areas SAPAD – South African Protected Areas Database FTE – Full Time Equivalent SAPOA – South African Property Owners Association GDARD – Gauteng Department of Agriculture and Rural Development SDA – Service Delivery Areas GDS – Growth and Development Strategy SDP – Spatial Development Plan GIS – Geographic Information System SDBIP – Service Delivery Budget Implementation Plan GSDF – Gauteng Spatial Development Framework SDF – Spatial Development Framework GSRN – Gauteng Strategic Road Network SEMP – Strategic Environmental Management Plan IAP – Interested and Affected Parties SEZ – Special Economic Zone ICAO – International Civil Aviation Organisation SMME – Small, Medium and Micro Enterprises IDP – Integrated Development Plan SPLUMA – Spatial Planning and Land Use Management Act, 2013 IDZ – Industrial Development Zone SPTN – Strategic Public Transport Network IRPTN – Integrated Rapid Public Transport Network SUDS – Sustainable Urban Drainage Systems IRPTS – Integrated Rapid Public Transport Services WSUDS – Water Sensitive Urban Design Systems ITMP – Integrated Transport Master Plan TOD – Transit Oriented Development ITS – Intelligent Transportation System TVET – Technical and Vocational Education and Training LOS – Level of Service UDZ – Urban Development Zone LSDF – Local Spatial Development Framework WWTP – Wastewater Treatment Plants

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1. GENERAL INTRODUCTION 1.2 AIM

The Aero-Blaaupan Urban Design Precinct Plan is intended to guide 1.1 BACKGROUND spatial, social, economic, environmental and infrastructural input, so as to provide a consolidated development initiative that documents and The GAPP Consortium was appointed by the City of Ekurhuleni (CoE) to establishes the development vision and development strategy for the site. It assist the City Planning Department with the drafting of multiple urban serves as the primary spatial development and management plan, which design precinct plans during the period of 01 July 2017 to 30 June 2020. identifies projects and directs budgetary resources.

The Consortium comprises the following professional firms: The precinct plan establishes an integrated development strategy that sets out specific actions for the next 5 years. Included as a key component in the . GAPP Architects and Urban Designers (Pty) Ltd; precinct planning, is the establishment of urban design guidelines as informed by the CoE’s draft urban design policy. The resulting outcomes of . Royal HaskoningDHV (Pty) Ltd; the precinct plan include land use management and urban design directives, . Kayamandi Urban Economists (Pty) Ltd. physical development projects to realise the identified development potential, and an integrated implementation strategy, to coordinate all efforts The development of the Aero-Blaaupan Urban Design Precinct Plan and resources in the most efficient and viable manner. involved seven stages, with submission of deliverables for each. This document represents the consolidated submission of a total of seven stages The precinct planning forms a component of the CoE’s hierarchy of plans, of the project, and it brings together all the work previously submitted into which will result in the formal adoption of the Aero-Blaaupan Urban Design one consolidated submission. The seven work stages of the Aero-Blaaupan Precinct Plan by the CoE as development policy. Urban Design Precinct planning process are: The Aero-Blaaupan Urban Design Precinct Plan aims to build on work . Work Stage One: Contextual and Status Quo Analysis; already undertaken in the area, incorporating the specialist input of the client and professional team through a constant, iterative process of adaption and . Work Stage Two: Precinct Development Concept; refinement that establishes an ongoing self-regulatory process of . Work Stage Three: Detailed Development Framework; coordination and integration. . Work Stage Four: Sub-Precinct Plans and Design Directives; . Work Stage Five: Implementation Strategy; 1.3 APPROACH . Work Stage Six: Consolidated Submission; . Work Stage Seven: Close-Out Report. The precinct plan is the intended umbrella document that guides all ongoing work and functions as a joint statement of intent by the client, professional This chapter outlines the approach and methodology to be followed as well team and other key stakeholders. The precinct plan should function as a as describing the project team, the stakeholder engagement process, point of reference for the identification and packaging of selected projects. capacity-building proposals, budget and cash-flow schedules and the identification of project risks and mitigation measures. The precinct plan is therefore regarded as a framework to guide the development of the precinct. It should be robust enough to establish a direction for the future, instil confidence and elicit critical development and

June 2018 12 GAPP Consortium Aero-Blaaupan Urban Design Precinct Plan project responses. At the same time, it should remain flexible enough to allow for change over time, for the recognition of new ideas and for response 1.5 STRUCTURE OF THE REPORT to varying market demands, government legislation and adapting economies. The report is structured into several sections:

The precinct plans prepared for CoE, thus provide a framework for short, . Executive Summary; medium and long-term actions and projects.

General Introduction; .

1.4 WHY A PRECINCT PLAN? . The Contextual and Status Quo Analysis: The precinct plan identifies the key catalytic projects, such as major  Physical components and characteristics: transport and infrastructure, open space and public environment upgrade projects or key movement, natural environment, built form precinct facilities, all of which lend force to its implementation. The identified projects characteristics, land-use activities, zoning, social facilities, should adhere to the precinct plan’s public environment design codes, which economic assessment and infrastructure services; encompass three-dimensional visualisation and precedent examples.  Policies, plans and projects that impact the precinct: review of the applicable metropolitan hierarchy of plans, the Urban These projects realise the CoE’s policies and urban design plans in a Design Policy, and key projects; tangible way within the precinct and aid the establishment of a liveable environment that is well managed. This type of development is managed as  Stakeholder views on the Context and Status Quo: an incremental process over time and the projects become the catalysts for outlining all stakeholder engagement and input. The private sector investment and development. stakeholder grouping includes CoE departments, parastatals, applicable provincial or national government The precinct plan is required to realise the resources and programmes for departments, as well as private landowners and implementation. The components include: developers. The stakeholder engagement also includes involvement of the relevant ward councillor and the associated public meetings; . Identification of the catalytic projects;  Context and Status Quo Consolidation: outlining the . Project programme and phasing; outcomes from the analysis and identifying the structuring . Preparation of associated budgets; elements as well as related issues and opportunities; . Interdepartmental mechanisms for coordination and cooperation with other spheres of government; . Precinct Development Concept: . Further detailed planning, if required, to obtain development rights  The Precinct Development Context : local context; existing and establishment of an urban design advisory committee applying roads and transport; proposed roads and transport; natural the design policy and directives emerging from the precinct plan; open space and sports facilities; key land uses; . Establishment of public-private partnerships.  A Regional Concept Development: movement and connectivity (north-south and east-west connections); proposed primary nodes; proposed secondary

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neighbourhood nodes; proposed station nodes (TODs);  General Municipal Urban Management and Business and consolidated regional development strategy; Improvement District and Partnerships;  Precinct Development Concept: refined development  Business Plan Preparation; concept with local precinct context; dolomite conditions; Conclusion: Priority Actions; existing land use activities; proposed movement network; 

proposed railway transport development; proposed secondary neighbourhood node; proposed TOD nodes; . General Conclusion; consolidate nodal structure; potential public transport system; proposed land parcels and consolidated . Annexure 1: development concept;  Roads and Transport Context and Status Quo;

 Transportation and Traffic Plan; . Detailed Development Framework:  Preparation of the Detailed Precinct Development . Annexure 2: Framework;  Environmental Context and Status Quo;  Establishment of priority focus areas; . Annexure 3:

. Sub-Precinct Plans and Design Directives:  Economic Assessment Context and Status Quo;  Key Plans: Detailed Development Framework;  Socio-Economic Development Plan;

. Sub-Precinct Plans and Design Directives: . Annexure 4:  Primary Focus Area: Blaaupan and Wetland system;  Infrastructure and Services Context and Status Quo;  Public Environment Urban Design Directives;  Infrastructure Services Plan.

. Implementation Strategy:  Parallel Components of the Implementation Strategy;  Catalytic Interventions and Key Projects: including the identification of due diligence aspects and outlining of the types of interventions;  Supporting Initiatives that promote ongoing development of the precinct plan;  Development Co-Ordination, Facilitation and the Implementation Agency;  Institutional Structures and Business Plans;

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2 CONTEXTUAL AND STATUS QUO ANALYSIS 2.2 PURPOSE

The purpose of the Contextual and Status Quo Analysis is to confirm 2.1 INTRODUCTION existing conditions and activities within the Aero-Blaaupan Precinct, including: The Aero-Blaaupan (AB) Precinct is identified as a new primary development node forming part of the CoE metropolitan core. It is envisaged . What is happening physically ‘on the ground’ both in terms of land as a new Central Business District (CBD) of the CoE and as a high-tech use and character; research and development hub of the Aerotropolis. In this section, the . To understand the implications of all existing initiatives for the future following components of the spatial context and the study area status quo of the development; are assessed: . To understand the precinct in terms of its policy environment and the implications of development policies on the future of the Understanding the study area in its regional context; . precinct. . The location of the site and its extent; . The physical characteristics and the extent of the study area; . The existing zoning and legal status; . Existing ownership patterns, considering public and private ownership; . The existing movement system and local roads, as well as proposals in this regard; . The existing land uses and key activities occurring within the study area and defined detailed categorisation of the land uses within the study area; . The open space systems and natural features of the study area; . The existing public transport network, as well as proposed improvements in this regard; . The social facilities and public amenities located within the study area; . An assessment of the existing built form and the characteristics of the major developments in the study area.

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2.3 SPATIAL CONTEXT AND STATUS QUO . The same routes provide the site with regional and local access south onto the N12 and adjoining mixed-use activity corridor, straddling North Rand Road (M44); 2.3.1 Regional Context

Refer to Diagram 1: Precinct Location Within CoE . Regional east-west linkages from the site have not developed due to the physical restrictions imposed by ORTIA. ORTIA's runways

are aligned to the north-south axis and the site is approximately 7km Refer to Diagram 2: Regional Context long and at its widest about 4km. This creates a significant area of

airport-related activities, which has resulted in a triangular freeway The AB Precinct study area is located within Region A of the CoE, on the and route network around the airport landholding; eastern side of the OR Tambo International Airport (ORTIA); this is the more underdeveloped side of the airport zone. . A further limitation that has prevented the development of east-west linkages from the site is the presence of agricultural smallholdings which are located within and to the east of the precinct, as well as . The site has excellent regional accessibility because it is straddled the natural constraints such as the pans and wetlands that are between Atlas Road (M43) and Great North Road (M45), affording dotted around the area. it access to the north onto the R21 freeway and emerging regional

corridor, and south onto the N12 freeway; The regional context of the study area is directly informed by its location just . The following regional centres and nodes are within a 5km north- east of ORTIA, forming part of the triangular development zone that west-south arc of the study area: surrounds the airport. The greater ORTIA development hub forms the  The Pomona Road Industrial Cluster; knuckle of two provincial Gauteng corridors: the R21 corridor through to the  The Kempton Park CBD; City of Tshwane (CoT), and the N12 east-west corridor from Germiston through Benoni to Springs.  Rhodesfield;  The ORTIA terminal hub;  An associated hotel and entertainment complex;  The Jet Park industrial area; and  The North Rand Road mixed-use activity corridor. . The R21 emerging, regional development corridor originates at ORTIA and extends northward toward Riverfields (an emerging development node), Tembisa and Tshwane. The study area links into this corridor through Atlas Road (M43), which intersects with the R21 freeway. The M45 Great North Road forms links across the freeway. The site has regional and local access into greater Kempton Park and its CBD, the Pomona Road Industrial Cluster, and into adjacent areas along the R21 corridor north of ORTIA;

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Diagram 1: Precinct Location Within CoE

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Diagram 2: Regional Context

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2.3.2 Site Locality and Extent The areas to the west and south are more intensely developed with a mix of suburban residential, residential estates and light industrial airport-related uses. The areas to the east are underdeveloped, Refer to Diagram 3: Site Locality and Extent consisting of agricultural small holdings, interspersed with residential cluster estates. The areas to the north include the emerging Pomona industrial cluster and a number of vacant sites. The AB Precinct’s boundary is a distorted triangular shape wedged between Atlas Road The site is approximately 700ha in area, reaching a length of approximately 5km and is approximately (M43 / K157, west boundary) and Great North 2.5km at its widest. Road (M45 / K119, eastern boundary), extending from the Denel North Road (proposed K86) in the south, to the Atlas Road / R21 freeway interchange with the R21, forming the northernmost tip of the site.

The areas adjoining the site include:

. The airport ‘interface zone’ (western side of Atlas Road) including the residential suburb of Bonaero Park (its western portion) and the Denel Kempton Park (Atlas) campus; . The southern side consists of private residential estates (Parkhaven and Clearwater – Como Lifestyle Estate); . The eastern side comprises Norton Park residential clusters, Brentwood Park and Pomona agricultural holdings; . The northernmost point of the site borders the Atlas Road / R21 freeway interchange and the surrounding Pomona industrial developments.

Diagram 3: Site Locality and Extent

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2.3.3 Characteristics and Key Features to the east of Great North Road are dominated by a series of residential townhouse and cluster developments. Refer to Diagram 4: Character and Features

The site is dominated, and to some extent structured, by the north-south 2.3.4 Zoning and Land Legal Status axis of the natural environmental system which is located at its centre and comprises of a series of circular pans or waterbodies with associated Refer to Diagram 5: Zoning Status wetlands and a river network. The structuring of land development around the environmental system has meant that the site currently has extremely Many of the sites located in and around the precinct have been undergoing limited east-west linkage. change in the form of rezoning, specifically the sites along Atlas Road and Great North Road. Local grid-layout road networks characterise the residential areas. The northernmost pan is completely enveloped by residential development and The zoning of the precinct can be grouped into the following categories: a local retail node. A local ring-road has been developed around the pan and the local road network adjusted to the triangular geometry of the site. . Residential 1 and 3: these uses include various single dwelling residential properties and cluster-townhouse or rowhouse The site is characterised by the following four zones of development: developments respectively;

. Agriculture: where agricultural small holdings are located; . The central north-south axis of the natural environmental system Industrial 2: in terms of the town planning scheme this zoning allows with its three circular pans; . for offices, commercial purposes, showrooms, motor dealers, motor . The northern zone contains suburban single dwellings and workshops and light industries amongst other uses; townhouse-cluster residential developments which envelop the Open Space (public and private): natural open space systems and pan, forming the eastern portion of the Bonaero residential suburb. . nature reserve areas; The zone includes the undeveloped triangular-shaped piece of land forming the northern end of the study area; . Business 2: retail shopping centres; . The south-western zone, which includes the remaining two pans, is . Public services: for the church sites that are located within the less intensely developed. It has a number of undeveloped sites precinct. interspersed with residential development. The Christian Family Church is a dominant landholding, encompassing 17.5ha, situated All land parcels within the site have zoning rights and new development will between the two pans. A light industrial and commercial business require rezoning. In areas with agricultural land, a township application park is being developed around the southernmost pan, with five process will have to be undertaken. developments in place on its south side; The Christian Family Church International has a significant landholding and . The eastern zone comprises predominantly agricultural holdings, is in the process of rezoning its land to fit the use for religious functions and interspersed with light industrial and small manufacturing activities. a theological university campus. It has a significant number of undeveloped erven and includes an

operational quarry. A few residential cluster developments are situated in the southeast corner of the precinct. The adjoining areas

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Diagram 4: Character and Features

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Diagram 5: Zoning Status

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2.3.5 Ownership

Refer to Diagram 6: Ownership

The existing land ownership pattern is as follows:

. Predominantly private ownership, consisting of residential, agricultural smallholdings, religious and industrial landholdings; . The municipally-owned CoE sites include the pan in the north of the precinct (Erf 933, Bonaero Park), Blaaupan (R/82/64-IR) and the rectangular site which incorporates the central Blaaupan (R/18/64-IR); . The triangular site Erf 288, Pomona Estates (G Universal Pulse Trading), forming part of the central Blaaupan, has been ‘sold’ to a private developer by the CoE on condition that a Hall of Fame is incorporated as part of the development.

Diagram 6: Ownership

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2.3.6 Roads and Movement Systems northwards to form the Atlas Road freeway interchange with the R21. To the south, it extends to the N12 interchange and connects Refer to Diagram 7: Roads and Movement Systems (Existing and with North Rand Road (M44). The route is a major provincial cross- Proposed) — Regional Context connector that links, in a south-west arc, all the way to the N3 freeway and Vosloorus; This section gives a broad overview of the existing and planned roads and . Great North Road (M45 / R23) forms the boundary along the movement systems in the precinct. The full study is included as an annexure eastern edge of the site. It is a regional route that extends to this document: refer to Annexure 1: Roads and Transport Context and northwards converging at the Atlas Road/R21 freeway interchange Status Quo for more detail. and crossing the R21 freeway and linking to greater Kempton Park. It extends southwards onto the N12 freeway, then into Benoni CBD, and on to Heidelberg and beyond. 2.3.6.1 Overview A series of evenly-spaced intersections along these north-south main routes The AB Precinct study area has good regional connectivity via the R21 provide access into the site. linking the area with Pretoria, Kempton Park and to Johannesburg via the R24, and the N12, which links the area to the N4 and the Johannesburg There are very few existing east-west cross-connector routes. Those that CBD. The existing road network has spare capacity and is operating at a exist are situated at the northern end of the precinct boundary where the ‘Level of Service’ (LOS) of C to D, which is acceptable. two main routes taper together. These include:

The area is serviced by public transport (minibus taxis and bus), however, Bonaero Road / Elgin Street forms the east-west connection there are no facilities provided for public transport in the area. . between Great North Road and Atlas Road, and westward into the

ORTIA Industrial Development Zone (IDZ) and Bonaero Park, and There are almost no non-motorised transport (NMT) facilities such as cycle eastward into the Pomona agricultural holding; lanes or pedestrian walkways. . Geldenhuys Road, but less directly through Marignane Avenue and Deodar Street. Deodar Street has recently been closed and no 2.3.6.2 Existing Road Network longer intersects with Atlas Road; . Denel North Road forms a major intersection on the southern Refer to Diagram 7: Roads and Movement Systems (Existing and boundary of the site. This provides access into the Denel Kempton Proposed) — Regional Context Park campus and the new industrial / business park, and to Parkhaven / La Como Lifestyle Estate. Refer to Diagram 9: Roads and Movement Systems (Existing and Proposed) — Local Context Local road networks penetrate into the site from the major routes. These serve local neighbourhoods and are in the form of local grid networks. These The existing primary movement systems are as follows: networks respond to the geometry imposed by the site boundary as well as to the circular configuration of the pans and the structure of the natural . Atlas Road (M43 / K157) forms the boundary along the western environment. edge of the site. It is a regional main route link that extends

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Diagram 7: Roads and Movement Systems (Existing and Proposed) — Regional Context

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Diagram 8: Existing Road Network – local context

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2.3.6.3 Proposed Road Network the east; as a result, there are only limited development nodes and employment zones located in the east of the precinct. Refer to Diagram 9: Roads and Movement Systems (Existing and Proposed) — Local Context The proposed PWV 15 would physically divide the study area without providing local access. The proposed road networks which have an implication for the site are as follows: The proposed K86 would provide an additional main east-west linkage that would improve the connectivity with surrounding areas and form a circular . The proposed PWV 15 freeway is on a north-south alignment along route around the southern portion of ORTIA. the western edge of the environmental system. The proposed freeway would have an interchange on the southern proposed route, the K86 (Denel North Road extended), as well as a second 2.3.6.4 Roads and Movement Assessment Outcomes interchange with Great North Road; Assessment outcomes regarding transport and roads include: The proposed K86 (Denel North Road extended) would form an . east-west link between the two main north-south routes. Only a small portion of this road has been built and discontinues at the . The planned PWV 15 interchanges will have an impact on the entrance to Parkhaven/La Como Lifestyle Estate; existing road network. This will be addressed in the future phases of this project where access to all areas within the study area will According to Airports Company South Africa (ACSA), the K86 is in . be considered and enabled; planning {Environmental Impact Assessment (EIA) submission} and has been designed to circumnavigate the eastern and southern part . Due to the existing nature of the land use and the high-order roads of ORTIA. There has been consideration of an extension of the (classes 2 and 3), public transport and pedestrian walkways have K86, under the runways of ORTIA, in order to connect to the R24 not been made a priority focus for the area; freeway west. ACSA are not opposed to a road traversing ORTIA, . Phase 2 of this study addresses linkage and integration of public however, it would require careful management and early transportation networks, infrastructure, facilities and systems; implementation to ensure that it doesn’t affect the Airport’s . The type, mix and distribution of land uses and activities that are functioning and future planning. The K86 is designed to culminate introduced should capitalise on the accessibility and centrality of the in a T-junction with Kingsway Road near Daveyton in the east. area;

There is very poor east-west connectivity within the precinct, due to The site has excellent regional accessibility along the north-south direction, . the physical barrier of the wetland system and pans; with links to major urban centres and industrial / employment areas (Kempton Park, Pomona Industrial, North Rand Road activity corridor and . Operations and the future development of ORTIA impact the Benoni). The regional road network forms part of the extensive road network development of the precinct with regard to noise levels, which limit system that has been established around the ORTIA facility, with associated certain land uses according to the South African Bureau of regional freeway links, such as the R21, the R24, and the N12. Standards (SABS), and there are various development height restrictions according to civil aviation regulations. There are a limited number of regional east-west linkages due to the sizeable airport landholding to the west and the agricultural smallholdings to

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Diagram 9: Roads and Movement Systems (Existing and Proposed) — Local Context

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Diagram 10: Road Hierarchy – local context Source: RHDHV, 2013

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2.3.7 Public Transport and Pedestrian Movement 2.3.7.2 Rail (Freight and Passenger)

Refer to Error! Reference source not found. No freight or passenger rail services are available within the precinct.

Proposed public transport: 1.1.1.1.1 Passenger Rail

. The provision of an Integrated Rapid Public Transport Network Passenger rail services are provided by PRASA via Metrorail along: (IRPTN), in the form of Bus Rapid Transit (BRT) trunk routes, is proposed along both Atlas Road (M43 / K157) and Great North . Pretoria-Germiston-Johannesburg Park Station Route at: Road (M45 / K157). These trunk routes will link north into the  Kempton Park Station (4.5 km to the south west); primary Kempton Park-Tembisa IRPTN(BRT) corridor at the Kempton Park CBD, and south into the Etwatwa–Daveyton–Benoni  Van Riebeeck Park Station (6.0 km to the west). BRT corridor at the Benoni CBD; . Daveyton-Germiston-Johannesburg Park Station Route at: . There are informal proposals for the extension of the Gautrain  Northmead Station (7 km to the south east); service to the eastern side of the airport but no definite route has . Springs-Germiston-Johannesburg Park Station Route at: been identified. Dunswart Station (8 km to the south east). 

The Tshwane-Johannesburg business express passenger rail service 2.3.7.1 Buses operates via Kempton Park Station (4.5km to the south west).

The Boksburg bus service operates along Atlas Road from Katlehong to

Bonaero Park (Denel) via Vosloorus and Dunswart. There are two bus 1.1.1.1.2 Rail Freight stops along Atlas Road within the study area, including:

Rail freight has declined in South Africa and rail freight within Gauteng . Bonaero Park Bus Stop (at the intersection of Atlas Road and consists mostly of mass transport (i.e. full train sets transporting coal and Geldenhuys Street); ore) via City Deep on the Durban–City Deep-Thabazimbi rail corridor. There . Parkhaven Bus Stop (at the intersection of Atlas Road and Denel are freight rail stations at Dunswart (8km to the southeast) but Kaalfontein Street to the south of the study area). (9km to the northwest) is no longer operational. Smaller package freight that used to be handled at Isando Station (6.5km to the southwest) is being The Ekurhuleni 25 Year Aerotropolis Master Plan (2015) proposes a loop handled via the Post Office/XPS from the XPS sorting facility at Isando. bus service which would run along Great North Road and loop around ORTIA linking Kempton Park, Rhodesfield, the ORTIA terminal, Jet Park, Transnet has long-term plans for rail freight facilities at Tambo Springs East Rand Mall, Denel and Bonaero Park. (south of Johannesburg along the N3), Sentrarand (25km to the east), Pyramid (north of Tshwane) and City Deep including container freight transport and not only mass transport.

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Diagram 11: Freight concept in terms of the GSDF, 2010

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2.3.9 ORTIA Impact: Noise and Height Restrictions should focus on facilitating a land-use transition in these areas towards less noise sensitive developments, such as commercial Refer to Diagram 13: Noise Contours — Regional Context and industrial; . Aviation legislation specifies land-use activities that are permissible Refer to Diagram 14: Noise Contours — Local Context within a particular noise level. It is stated by the World Health Organisation that no residential development should be allowed Refer to Diagram 15: Potential Height Zone Impacts within the 55-60 decibel zone. This guideline was established in 1999. Much of the Bonaero Park residential area is located in the The existing operations and proposed airport developments of ORTIA have 55-60 decibel zone because it has been in existence since the an impact on the future development of the surrounding areas with regard 1960s, initially built to house employees from Denel Aviation to: (formerly Atlas Aircraft Corporation).

. Noise generation: the impact of noise generation levels and allowable land-use activities according to the South African Bureau 2.3.9.2 Height Development Limitations of Standards (SABS) Code of Practice 10103 (2008); . Development height: limitations on the heights of developments are Height limitations are subject to approval by the Civil Aviation Authority specified by civil aviation regulations. (CAA) and the Airports Company South Africa. In general terms, development may not be higher than 50m, measured from the runway threshold. 2.3.9.1 Impact of Noise Levels The ORTIA precinct also restricts the allowable height of buildings in The noise level that is anticipated to affect a particular area will define the adjoining areas, specified by international aviation standards. The South nature of the land use that may suitably occur there. In general, the SABS African Civil Aviation Authority specifies that “no buildings or objects higher code establishes the following: 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 . Land falling into a 70 dB(A) zone is not suitable for development; measured from the nearest point on the boundary of an aerodrome or . Land falling into a 65–70 dB(A) zone is suited to commercial and heliport” (CAA Guidance Document, Development Around Aerodromes). All industrial land-use activities. Should existing residential areas developments within the precinct will require approval from the CAA with become part of a 65–70 dB(A) zone due to airport expansion, the regard to the proposed development height. area should be earmarked for redevelopment that is less sensitive to noise, encompassing commercial and industrial activities; . Ideally residential areas should also not be located within a 55–60 dB(A). If this is the case, a long-term land use management strategy

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Diagram 13: Noise Contours — Regional Context Source: ACSA, 2018

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Diagram 14: Noise Contours — Local Context Diagram 15: Potential Height Zone Impacts Source: ORTIA Master Plan, 2016 Source: ORTIA Master Plan, 2016

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2.3.10 Open Space and Natural Environment 2.3.10.2 Environmental Sensitivity Assessment

The assessment outcomes of the existing open space characteristics and Refer to Diagram 16: Natural Habitat with Internal and External Ecological natural environmental features are outlined in this section. Linkages

For a detailed environmental policy and precinct analysis refer to Annexure An assessment of the environmental sensitivity of the precinct was 2: Environmental Assessment Context and Status Quo. undertaken, encompassing the wetlands and residual areas of natural grassland. Through a desktop mapping exercise, with limited ground- truthing, the following spatial datasets were derived. 2.3.10.1 Existing Open Space and Natural Features . A composite wetland layer for the site; Refer to Diagram 17: Open Space and Natural Features An updated (ground-truthed) layer of parcels of land with natural . vegetation remaining. The site is characterised by a very gently-undulating topography and gentle valley lines for the river network. It is sparsely vegetated, with grassland These, along with the one formally protected area on the site, were included being dominant and suburban trees in the existing residential suburbs. to establish a refined environmental sensitivity map for the precinct. The

components include: A number of freshwater ecosystems occur within the precinct, with three pan-depression wetlands being the most prominent of these. There are no streams or rivers and surface water drainage on the precinct site is very . A formally protected area (nature area); poorly defined, apart from a southward draining valley-bottom wetland . The wetland areas; (reedbed) which has been artificially channellised to the south of the site. . Threatened ecosystems — remaining areas of natural vegetation; Drainage is thus mostly endorheic (inward draining) due to the flat nature of the terrain on the site. This means that surface-flows on most of the site . Internal and external ecological linkages. would typically drain towards one of the pans (depressions) rather than into a wider drainage network. The conceptual development plan for the precinct must ensure that the wetland areas on the site are protected and that the areas of residual habitat The only outward draining freshwater system on the site is the valley-bottom on the site are provided with a degree of protection that allows the natural wetland system located in the southern part (between Parkhaven and ecological linkages on the site to be maintained. It is recognised that the site Brentwood) that flows south-eastward into Homestead Lake and eventually is in an urban context and that urban development is likely to be the into the Blesbokspruit river system that forms part of the Vaal River predominant land use, however there are important environmental catchment. processes and linkages that should be retained and incorporated into the development of the precinct. The Blaaupan is the largest pan and is located in the centre of the precinct. It forms part of the Pomula Park Nature Reserve (+/-50ha in extent of which As a priority it is recommended that development concepts allow for natural 36ha is waterbody), which is fenced off from the public. corridors between the Blaaupan and the large valley-bottom wetland, as well as maintaining the existing natural corridor between the southern pan and the valley-bottom wetland. These corridors of residual natural habitat could be developed as natural parkland (formal open spaces maintained by the

June 2018 35 GAPP Consortium Aero-Blaaupan Urban Design Precinct Plan municipality) or could be incorporated into planned developments as open spaces (rather than being left as vacant areas of land that would be vulnerable to dumping and use by vagrants), provided that where present, the natural grassland habitat be maintained as far as possible.

2.3.10.3 Assessment Outcomes

. The growth of this urban area has resulted in significant transformation of the natural environment for most of its extent, with the exception of residual parcels of land that are characterised by natural vegetation cover. Transformation is due to cultivation, urban sprawl, mining, and the building of road infrastructure; . The fragmentation of the natural environment in the AB Precinct, and the large-scale transformation of the wider area, has resulted in the disappearance of most of the natural faunal assemblage of the area; . Two of the pan-depression wetlands (the Blaaupan wetland and the southernmost pan) have been assigned a Present Ecological State (PES) category of ‘moderately modified’. The northernmost pan (located north of the Caro Nome A.H.) is listed as being ‘heavily to critically modified’. These designations reflect the level of threat to the wetlands in the wider area, and the impacts that land use and associated impacts such as stormwater inputs and pollution have exerted on the wetlands; . In the AB Precinct, the significant open space features are the natural surface-waterbodies (pan-depression wetlands). It is Diagram 16: Natural Habitat with Internal and External Ecological important that future planning does not degrade these areas further; Linkages

. Three important ecological linkages are present between the precinct and undeveloped / natural areas on and around the site, linking three of the wetlands through largely natural grassland. It is very important that the development concept plan for the precinct aims to maintain these internal ecological linkages.

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Diagram 17: Open Space and Natural Features Source: RHDHV, 2017

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2.3.11 Land Use and Key Activities 2.3.11.1 Land Use Budget

Refer to Diagram 18: Land Use and Activity Refer to Table 1: Current Land Use Budget. Patterns There are vacant landholdings, specifically the holdings zoned for industrial and agriculture, The site is characterised by a diversity of mixed- approximating 129ha. There is a single site with an informal settlement located on it. use development activities that can be grouped into four distinct zones: In orders of magnitude the existing land-use budget is as follows:

. The central linear north-south zone is a Table 1: Current Land Use Budget natural environmental system with three circular pans; Activity pattern Area (m²) Area (ha) % Site of Precinct . The northern zone consists of residential land use, with local nodes (retail, offices and commercial) forming along the intersections with main Retail 75,483.0 7.5 1.2 routes, and a number of local parks; Offices 16,224.3 9.8 0.3 . The western zone consists of undeveloped erven (small holdings) Church/Social 248,331.4 12.9 3.9 interspersed with residential uses, as Industrial 825,649.8 6.5 13.0 well as a major religious site and light Informal Settlement 7,158.3 0.7 0.1 industrial / commercial business activities; Undeveloped Land 1,289,865.1 129.0 20.3 . The eastern zone includes a mix of Agricultural Holdings (w/ house) 1,039,173.5 103.9 16.4 activities such as agricultural holdings, interspersed with light industrial and Residential Medium Density 373,390.7 37.3 5.9 small manufacturing, residential uses, a Residential Low Density 480,952.2 48.1 7.6 quarry and undeveloped erven. Quarry 416,945.3 41.7 6.6 The mixed-use, retail, commercial and light Pan 613,063.7 61.3 9.7 industrial activities are fragmented in isolated pockets along the two main routes, Great North Open Space Related to Pan 955,730.7 95.6 15.1 Road and Atlas Road, which are emerging Total 6,341,968.0 634.20 100.0 activity spines.

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Diagram 18: Land Use and Activity Patterns

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2.3.12 Social Facilities and Public The continued interaction and improved linkages between the site and activities along its edges, and Amenities with neighbouring residential areas, will form an integral component of the future development of the area. Refer to Diagram 19: Social and Public Amenities

The existing social facilities for the residential area are located in the Bonaero Park neighbourhood centre which is adjoining the precinct. They are part of a local retail complex and include:

. A post office; . A library; . A clinic.

Bonaero Park Primary School and local sports grounds are also located within this western part of Bonaero Park but lie outside the study area.

Public open space and recreational areas are located within the study area around the Blaaupan.

Places of worship are located throughout the residential neighbourhood with the exception of the Christian Family Church International, which has a separate campus with an extensive landholding. It is seeking to expand its activities, Diagram 19: Social and Public Amenities including developing a theological university and youth centre.

Residents of the eastern part of Bonaero Park, located within the study area, rely on the public facilities in these adjoining areas such as the Bonaero Park neighbourhood centre.

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2.3.13 Existing Built Form and the buildings are more evenly dispersed and of a finer grain, and in other parts they are grouped and of Characteristics of Developments a coarser grain. There are significant areas of open space, some of which form part of the natural environmental system as well as a number of undeveloped sites. Refer to Diagram 20: Existing Figure Ground The development pattern reflects the piecemeal and compartmentalised development of the site. It also The existing built form prevalent within the site reflects the orientation of development along the main routes, with a higher intensity of development is made up of: lining the route, resulting in a linear north-south pattern.

. The grouping of single residential buildings in suburban layout which form around the northern pan and adjoining areas; . A clustering of townhouse and rowhouse developments along Great North Road, forming a compact layout which is more densely massed. The building footprints are smaller in comparison to the other suburban residential buildings; . The larger-footprint buildings which occur in more distinct pockets along the main routes. They include the retail centres and the light industrial and manufacturing activities; . The buildings with the most expansive massing and dominant footprints are the church and the new light industrial commercial park; . A number of agricultural smallholdings of fairly large residential buildings but with low development coverage.

Overall the building mass across the site is of low intensity and is clustered into the various development groupings. The massing pattern reflects the distribution of mixed-use Diagram 20: Existing Figure Ground development activity across the site. In parts,

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2.3.14 Socio-Economic Overview population has higher levels of education, employment, and income compared to the CoE. The residents thus have higher levels of This section gives a broad overview of the socio-economic study that was affordability; undertaken and is included as an annexure to this document. . The population has a low average household size;

Refer to Annexure 3: Economic Assessment Context and Status Quo for . The precinct is fully served by police stations, partially by crèches and primary schools, and is not serviced by secondary schools. more detailed information on the socio-economic study.

Key retail market findings include:

2.3.14.1 Socio-Economic Assessment . Existing retail supply: Key residential property market findings include:  for the precinct: Bonaero Park Shopping Centre;  surrounding areas: Aero shopping centre and Brentwood . Numerous residential and business rights’ applications exist in the Mall; area, coupled with open land, and numerous agricultural holdings . Proposed retail supply: developing in a haphazard manner with some converting into townhouses and others into industrial uses;  for the precinct: proposed Christian Family Church mall and multi-use; . Connectivity to ORTIA is poor;  surrounding areas: proposed Sky Mall, and proposed . Houses (on a separate stand / yard/farm) comprise the majority of Riverfields mixed-use and retail. residential stock in the precinct area (64%), followed by clusters / townhouses (21%); Key industrial market findings include: . Length of ownership reveals that owners in Bonaero Park, Norton Park, and Atlasville suburbs are more permanent and have mostly . A large local economy and strong industrial base within the precinct resided in the area for more than 11 years, whereas Brentwood AH with approximately 165,000m2 of industrial space; and Parkhaven owners have mostly only owned for a period of less than 5 years; . Some links to logistics and transport within the precinct, e.g. a Toyota parts distributor; . Low average sale values of stock with houses selling on average between R1 to R1.5 million and townhouses selling on average . Airport related uses exist in the surrounding areas, such as Denel; between R700,000 and R900,000; . A number of proposed industrial areas: Gauteng Industrial . Pensioners are recent buyers in parts, thus a need exists for a Development Zone (IDZ), Jewellery Manufacturing Precinct, and greater focus on attracting an Economically Active Population Riverfields industrial development; (EAP). . Heavy, noxious and undesired industries exist in the area, such as brick-making. Key socio-economic findings include: Key business and office market findings include: . According to the Stats SA Census the precinct had a 2011 population of +/- 4,500 people and +/- 1,780 households. The . No major office component exists in the precinct;

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. Recent office developments to the south of the precinct have shown restaurants overlooking the pan; these should be accessible to the good uptake; public. These kinds of uses are considered as being the most suitable, given the ecological sensitivity of the site; . Surrounding office parks include Clearwater Estate, Plumbago and the proposed Glen Eagle Office Park. . The CoE lacks ownership of developable land in the area and thus cannot use land development to drive future development in the area. The CoE will need to drive economic development through 2.3.14.2 Assessment outcomes other means, such as through incentives to attract desirable land uses and by considering decreased bulk services payments, as an Key socio-economic and property market outcomes include: example.

Key retail market outcomes include: The current residential population is a small one with a low average . household size, resulting in a low residential density for the area. There is a need for higher density dwellings in relation to the . A potential oversupply of retail exists in the area although detailed Aerotropolis and possibly hotels and conferencing; analysis is needed; . The high levels of education, employment, and income in the area . More desired retail uses include airport-related commercial are commensurate with a residential profile that would attract development, tourism facilities, conferencing and entertainment. Aerotropolis employees to live in the area. This should take place within limited pockets of high-density residential development Key industrial market outcomes include: centred on pans and recreational facilities; . Based on the area being strategically well-located, the precinct . Current industrial uses only somewhat reveal a link to logistics, should not be subdivided into single residential stands with low transport, and ad-hoc storage-related uses; density dwellings. Sufficient space north of the precinct exists, . Very low vacancy rates, large rental growth, and demand for where agricultural holdings can be developed into high density industrial space reveals that the area is ripe for increased industrial residential dwellings coupled with community facilities, and development; improved access to education; . In terms of an economic role, the area does not yet provide . The future role of the area should be more focussed on industrial predominant uses related to the Aerotropolis, although from and office related economic functions, not residential uses; analysis of historical and current developments there is evidence . This well-located land is not suited for agriculture / hydroponics. that the future development direction will include industrial, There is sufficient agricultural land located at an approximate radius warehousing, and logistics; of 20km away from the airport for these high-value agricultural . Greater focus is needed on increased activities that play a role in activities; forming an Aerotropolis, especially those where core functioning . The well-located land owned by the CoE adjacent to the pans needs relies on advanced manufacturing, R&D, aviation and aerospace; to be looked at critically in terms of open-space, recreation, and . The latest rights granted in the area (Brentwood AH) relate to public facilities provision. Consideration for the development of industrial 1 uses which are heavy and noxious industries. These are property Holding 288, Pomona Estates AH, should be given, with not the right type of industrial uses for the area; the possibility for tourism-related development such as a hotel, conferencing facilities, an exhibition complex, entertainment, and

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. The suite of activities which could position the precinct favourably in terms of its future development, aligns with those proposed in the RSDF and includes: industrial, freight forwarding, logistics, R&D related uses, couriers, distribution, small warehousing, import and export related uses, as well as offices, hotels and conference facilities. Future industrial uses should be focussed on light, clean, green, high-tech, and R&D related industries; . Industrial uses are to be centred around the area of Brentwood AH within the precinct. The area provides good accessibility, but not visibility, and should ideally focus on smaller-scale industrial uses rather than major warehousing like that seen at the nearby Plumbago business park; . High-tech / R&D type uses will not happen on an ad-hoc basis, and require a project focussed on the creation of a R&D related industrial park within a highly-secured area, containing green open space, offering the look and feel of a high-tech and green industry with high quality design standards, similar to the Innovation Hub located near the CSIR in the City of Tshwane (CoT).

Key business and office market outcomes include:

. There is no major office component in the precinct, although a need exists to complement the Atlas Road activity spine, which is developing an agglomeration of mixed business and medium density residential development; . There is potential demand for office space within office parks, preferably surrounding some of the open space contained in the area.

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2.3.15 Infrastructure and Services Overview 2.3.15.2 Site Area

The stormwater, water, electricity, ITC and telecommunications, and waste Refer to Diagram 21: Catchment Delineation and General Drainage management have been assessed in this section. Directions

The AB Precinct is effectively split into two catchment areas. The smaller 2.3.15.1 Stormwater Assessment Outcomes northern portion drains away in a north-easterly direction into the Rietvlei River, eventually ending up in the Rietvlei Dam close to the City of Tshwane. The stormwater assessment outcomes are as follows: The southern portion of the precinct drains in a south-easterly direction into the Benoni Lakes. The water from the Benoni Lakes flows towards the . Future development may not increase peak run-off from the area Blesbok Spruit and eventually into the Vaal River System. (m3/s) and may not increase the total run-off volume (m3). This must be achieved through the use of Sustainable Urban Drainage Relatively large areas outside of the precinct, including portions of ORTIA, Systems (SUDS), which may include attenuation dams and Bonaero Park and Bonaero Park Extension 3, drain via a channel into the infiltrations systems; Blaaupan inside the AB Precinct. Should the Blaaupan overflow, water will drain in a south-easterly direction towards the Benoni Lakes. There is polluted run-off from the airport; . . There is flooding at commercial warehouses (including Toyota) in Refer to Diagram 22: Existing Stormwater Channels the south-western corner of the precinct; . There is flooding at the properties directly south of the Blaaupan. The existing stormwater channels are indicated by the green lines on the diagram. Previous modelling on other systems, and a general understanding of the impact of urban development, indicate that the impervious areas and directly connected drainage systems increase the inflow into pans. The increased inflow associated with even a small proportion of urban development within the catchment of a pan can change the hydrological regime from ephemeral to perennial, and a higher proportion of urban development could cause the water level in an endorheic pan to rise inexorably until it reaches a surface decant level.

The Blaaupan has an existing outlet channel on the southern side of the pan. When the water in the Blaaupan reaches a certain level it starts to overflow, preventing the water level from rising further. However, urban developments in the pan’s catchment will increase inflow into, and overflow from, the Blaaupan. The outlet channel will have to be upgraded in order to accommodate increased flows in the channel without overflowing the channel’s banks.

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Diagram 22: Existing Stormwater Channels Diagram 21: Catchment Delineation and General Drainage Directions Source: RHDHV, 2017 Source: RHDHV, 2017

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2.3.15.3 Existing infrastructure

Data for Bonaero Park and Park Haven exists but no data was available for any existing stormwater infrastructure in Caro Nome, Brentwood Park or for the properties owned by the Christian Family Church. The unlined channel draining from the ORTIA to the Blaaupan is a prominent feature in the area. The capacities and conditions of existing infrastructure are unknown.

ACSA confirmed that they monitor the stormwater outflows from the ORTIA before allowing it to leave the site, to protect contamination of the Blaaupan. It is noted that there was a previous incident of aircraft fuel contaminating the Blaaupan.

2.3.15.4 Known Problem Areas

Complaints have been received from the home owners directly south of the Blaaupan with regard to flooding, and there is also frequent flooding at the Toyota Warehouse and Caro Nome. The Toyota warehouse is located adjacent to a natural wetland and due to the natural slope of the area, the wetland is the discharge point for the surrounding stormwater runoff. For a more detailed discussion of the flooding at the Toyota warehouse, refer to Annexure 4: Infrastructure and Services Context and Status Quo.

2.3.15.5 Water

The areas to the north and west of the Blaaupan (Bonaero Park Extension 1) are supplied from the Kempton Park North Ridge Reservoir, situated approximately 10km towards the southwest from the precinct. The commercial warehouses (Toyota, Bearing Man, etc.) in the south of the precinct are also supplied with water from the Kempton Park North Ridge Reservoir. The Brentwood Park area is supplied with potable water from the Benoni Northmead Towers situated approximately 4,2km southeast of Diagram 23: Reservoir Supply Areas Source: RHDHV, 2017 the precinct.

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2.3.15.6 Discussion

Refer to Diagram 24: Flow Directions of Wastewater in the AB Precinct

Existing gravity pipelines in Bonaero Park Extension 1 convey wastewater to an existing pump station, situated directly north of the Blaaupan in the vicinity of the publicly owned land, Holding 288, Pomona Estates A.H. From here the wastewater is pumped in a northerly direction to a manhole situated in the northeastern corner of Bonaero Park Extension 1. Wastewater from Bonaero Park situated on the western side of Atlas Road, outside the Aero- Blaaupan Precinct, gravitates through an existing 500mm diameter pipe around the north-western side of the Blaaupan to the same pump station mentioned above. All the wastewater from the Bonaero Park area eventually flows to the Hartebeesfontein Wastewater Treatment Plant (WWTP), owned and operated by the East Rand Water Care Company (ERWAT). Hartebeesfontein WWTP is located approximately 11,6km to the northeast of the AB Precinct. Hartebeesfontein WWTP has a treatment capacity of 45 Mℓ/day and was constructed in 1977.

Wastewater from the Brentwood Park area gravitates through existing wastewater pipes firstly into a southerly and later easterly direction to the Welgedacht WWTP, situated approximately 21,1km southeast of the AB Precinct. The Welgedacht WWTP is owned and operated by ERWAT and has a treatment capacity of 35 Mℓ/day.

Diagram 24: Flow Directions of Wastewater in the AB Precinct Source: RHDHV, 2017

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2.3.15.7 Electricity 2.3.15.9 Waste Management

This precinct is supplied by three different sub-areas of the CoE Energy Waste management in Region A is undertaken by the CoE and is a Department: comprehensive service comprising waste collection, waste disposal and landfill management. The Solid Waste Management Department is . Kempton Park feeds the northern part, as far south as Busschau organised into three service regions, namely the eastern, southern and Road. The area serviced by Kempton Park CCC comprises the northern regions. The regions are further subdivided into twelve depot older suburbs of Bonaero Park and the agricultural holdings in Caro areas, each with its own management, operational staff, and resources. Nome where there is sufficient bulk electrical capacity. The supply Region A is not serviced as a separate spatial area, as it consists of parts is currently adequate to meet the demand and there are no supply of areas serviced by five different depots. The following depots are involved issues; in servicing the precinct: Benoni; Boksburg / Vosloorus; and Kempton Park.

Boksburg supplies the southern part from Busschau Road and for . In the precinct, it is presumed level 5 services are rendered to retail, this portion, the supply from the substation is currently adequate to manufacturing and food outlets, while most of the residents benefit from a meet the demand and there are no supply issues. While the area is weekly waste removal service from site. Other non-residential customers growing with new townships being developed with townhouses, at include commercial and industrial, institutional, and business. present the supply is sufficient. The current substation has sufficient

space for additional transformers to be installed in the event of The five operational municipal landfill sites in the CoE are Platkop, expansion provided that Eskom is able to supply the substation with Rietfontein, Weltevreden, Rooikraal, and Simmer and Jack, of which the last the increased capacity. There is one substation supplying the area. three are utilised to service customers in Region A. The areas of the precinct The intake to the substation is 132kV from Eskom. The substation are primarily serviced by Weltevreden and are serviced to some extent by was refurbished as the previous one burned down. The substation the Rooikraal landfill site. has 3 x 40MVA transformers;

. Benoni CCC supplies the eastern portion of the precinct adjacent to There are insufficient waste facilities in the northern part of CoE and the Great North Road, including the area in transition, Brentwood Council has investigated the establishment of a new landfill at Zesfontein. Agricultural Holdings. The changing land uses from agricultural The location of a site suitable for a landfill is complex due to the geotechnical holdings to residential and retail development in this area indicate conditions, hydrology, and proximity to other land uses. The CoE will need that the supply is currently inadequate to meet the demand. A new to plan for such a facility as population increases and the rural land uses in 132/11kV substation will have to be constructed to provide the extra the northern part of the CoE urbanise and densify. capacity. For more information on waste management and the lifespan statistics of landfill sites, refer to Annexure 4: Infrastructure and Services Context and 2.3.15.8 ITC and Telecommunications Status Quo.

The precinct is supplied by Telkom and supply is currently adequate. Telkom will respond to requests by private property owners and developers 2.3.15.10 Maintenance and Management and will provide the necessary ITC and telecommunication connections. The roll-out of fibre infrastructure will probably only happen in future due to the Routine maintenance of waste management infrastructure (waste current low densities and land uses in transition. containers and skips), vehicle fleet and waste facilities (waste transfer

June 2018 49 GAPP Consortium Aero-Blaaupan Urban Design Precinct Plan stations and landfill sites) is critical, and requires substantial and ongoing resources (funding, personnel and infrastructure).

2.3.15.11 Assessment Outcomes

. The precinct is located within three Customer Care Areas (CCAs) and may pose problems with management especially considering that infrastructure investment is undertaken through CCAs; . There are existing waste management services in the precinct namely waste collection, waste disposal and landfill management; . The lack of waste facilities in the northern part of CoE is a concern. Planning for a landfill site is a priority.

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2.4 POLICIES, PLANS AND PROJECTS CONTEXT . The Local Government Municipal Systems Act (MSA), 32 of 2000;

The Spatial Planning and Land Use Management Act (SPLUMA) 16 . of 2013; 2.4.1 Overview . The National Development Plan (NDP); The spatial development planning within CoE is undertaken in terms of the . The Gauteng Employment, Growth and Development Strategy; legislative hierarchy of plans from national to provincial and to metropolitan . The Ten Pillar Programme; level. . The Gauteng Spatial Development Strategy; . The CoE Metropolitan Spatial Development Framework (MSDF) . The Gauteng 25-Year Integrated Transport Master Plan; was informed by the applicable national and provincial policies, . The Ekurhuleni Growth and Development Strategy 2055. which do not require review at this level of planning. None of the existing policies from the Gauteng Department of Human The existing approved spatial planning and development of the CoE is being Settlements (GDHS), or any of the Gauteng Mega Projects, impact undertaken in alignment with the national and provincial development the AB Precinct and its zone of influence. However, the Ekurhuleni planning and growth policies outlined above. In this regard, it is not required 25-Year Aerotropolis Master Plan Part 6: Land Use Plan (June to review these in this section. 2015) is a significant provincial study, undertaken in partnership with the CoE, which makes direct proposals for the AB Precinct and The focus of this overview is therefore on key development initiatives and is reviewed accordingly. policies at provincial level that directly impact on the precinct. These are discussed in the sub-sections that follow, including the Ekurhuleni 25-Year At the metropolitan planning level, the applicable hierarchy of plans is Aerotropolis Master Plan Part 6: Land Use Plan (June 2015). assessed including the MSDF, the Region A Regional Spatial Development Framework (RSDF), the Local Spatial Development Framework (LSDF) (currently none approved for this area) and local area plans. Of particular 2.4.3 Principles and Development Strategy significance are: Refer to Diagram 25: Ekurhuleni 25-Year Aerotropolis Master Plan . The proposed Aero City Centre Primary Node as outlined in the MSDF; The Ekurhuleni 25-Year Aerotropolis Master Plan Part 6: Land Use Plan (June 2015) aims to enable the CoE and the Province of Gauteng to unlock . The CoE Aerotropolis Planning and Land Use Guidelines (PLUG); the economic development potential of the region, while taking the city and . The CoE and associated policies, such as the Urban Design Policy. its neighbours towards greater efficiency, sustainability, and equity.

The Aerotropolis is based on five principles that form the foundation of the 2.4.2 National and Provincial Policies, Development Plans and vision for Ekurhuleni’s Aerotropolis and from which the criteria for the Projects success of this important initiative were derived.

The preparation of the MSDF of the CoE in 2015 was informed by the following national and provincial policies:

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These principles are: . Economic Development Districts: specialist mixed-use development zones which embody the optimal sites for new growth . Community: build strong neighbourhoods that allow people to and infill redevelopment for the purposes of an Aerotropolis realize their full potential; economy. . Collaborate: streamlined and effective governance that meets or surpasses global standards; The AB Precinct is earmarked as an Aerotropolis Hub, with a proposed Institutional Facility. Concentrate: dense Transit Oriented Development (TOD) that . leverages on and complements existing communities; The Transportation Strategy identifies key corridors for specific roles to . Connect: move goods, services and people efficiently and improve the safety and efficiency of moving people, goods and services effectively; around the Ekurhuleni Aerotropolis. These comprise two types, namely . Compete: identify and amplify the value chains which South Africa overall major metropolitan Aerotropolis Corridors and more locally-focused can dominate in the global economy. Community Oriented Corridors:

The Aerotropolis Land Use and Nodal Strategy provides a rational . Aerotropolis Corridors: these are city-wide major arterials, limited- distribution of uses and activities, protecting neighbourhoods, access freeways, and long-distance highways. They handle the accommodating industrial needs, and promoting smart high-quality majority of freight movement and automotive commuter traffic; developments within hubs and districts. It comprises of the following . Community Corridors: these are regional and local surface arterial components: streets, metropolitan roadways, and collector streets that connect

the community nodes of Ekurhuleni to each other. They include the . Aerotropolis Hub: proposed developments with an intensive mix of proposed BRT network. Their essential role is to handle a majority uses that will attract creative high-tech industries in collaborative of pedestrian and automotive inter-community movements and a and synergistic environments. These are designed with a high level small amount of the freight and commercial delivery traffic. of amenity intended to impress and attract outside business and tourist visitors; The AB Precinct is included in the Aerotropolis Corridor (PWV 15) and . Community Hub: proposed mixed-use (office-over-retail) associated Community Corridors along the proposed BRT network. These development as infill within existing communities. They are intended key aspects of development should inform the approach to the conceptual as TODs within proximity to the BRT and metro rail stations to design phase: maximize the market reach; . Institutional Facility: a proposed metropolitan Technical and . Transit and TOD: a primary development strategy is the focus on Vocational Education and Training (TVET) university campus, sustainable transit-catered growth. Transit proposals include a new established through public-private partnership, and focused on the loop bus service, Gautrain extensions, and professional most relevant and state-of-the-art skills training that will increase employment opportunities near stations. This includes a focus on access to jobs; TOD nodes around BRT stations. . Administrative City: proposed for Kempton Park as several . Environment and Open Space: the natural beauty and ecological municipal services are there, near the airport, and within walking value of this region is a key asset that is to be preserved through distance of the new Business Facilitation Network offices; more concentrated conservation efforts and new open space

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amenities. The components of the open space plan include The Aerotropolis strategy undertook a land developability analysis and Metropolitan Open Space Facilities (protection of natural resources, identified a series of Selected Opportunity Sites, which are clustered into habitat and biodiversity, conservation, natural open space and Proposed Economic Development Districts: the AB study area was ecology), formal areas where agriculture is prioritised, and an identified for long term mixed-use development intensification and partially Aerotropolis Sustainability Programme (development of sustainable long term total redevelopment. The mixed-use development proposal for AB community and green infrastructure). Precinct is: . Short-Term Land Use Initiatives and Event Programming: ReGen City is conceived as a low-cost, ground-up way to create popular . An Aerotropolis Tech R&D Hub focussing on innovation and awareness about the development of the Ekurhuleni Aerotropolis technology. It is to comprise an attractive mixed-use environment and begin to reinforce the Aerotropolis brand with cultural, that supports tech companies, education, research and environmental, and educational events. development activity; . A Supporting Innovation and Tech District to include clean The Aerotropolis also proposes the establishment of a cohesive technology and light industrial activities featuring flexible environment through the application of development character and urban development types, including office and retail services; design principles to guide the physical form of the Aerotropolis - a place that The specific focus of activity for the AB study area is Health and Life is attractive and offers functionality to both the visitors and residents. The . Sciences, supported by Professional Services and Public components include: Administration.

. General Design Motif For each land-use activity, various built form typologies are proposed. . User Experience Design . Aerotropolis Gateway Design Guides The outcome is the Airport East Development Strategy for the AB Precinct. This is translated into a development plan termed the Tech R&D Hub at . Community Gateway Design Guides Great North Road, a unique major ring-hub around ORTIA (east side), and . Streetscape Improvement Guidelines a technological driver for the region’s future. It is the home of three signature . Community Improvement Priority catalyst projects which are Digital City, the TVET College campus, and the . TOD Building Design Guidelines Discovery Park R&D Business Incubator which pairs with both of the others.

. Neighbourhood and Community Improvement Proposals The outcome of the Aerotropolis Master Plan for the AB study area is a proposed development vision with identified land-use activities. It proposes:

2.4.4 Airport East Development Strategy . A ring road around the entire airport precinct, which includes the Refer to Diagram 26: Aerotropolis — Airport East Development Strategy — main routes within the AB study area. The loop road connects a Tech R&D Hub at Great North Road series of existing and proposed primary nodes forming the CoE metropolitan core; Refer to Diagram 27: Aerotropolis — Tech R&D Hub at Atlas Road (West of the Precinct)

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. A series of airport nodal precincts along the ring road. This includes the AB Precinct, which is to be developed as the Tech R&D Hub at Great North Road. The Aerotropolis Master Plan outlines a number of development proposals for this precinct.

Diagram 25: Ekurhuleni 25-Year Aerotropolis Master Plan Source: CoE 25-Year Aerotropolis Master Plan, 2015

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Diagram 26: Aerotropolis — Airport East Development Strategy — Tech R&D Hub at Great North Road Source: CoE 25-Year Aerotropolis Master Plan: Part 6 Land Use Plan, 2015

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Diagram 27: Aerotropolis — Tech R&D Hub at Atlas Road (West of the Precinct) Source: CoE 25-Year Aerotropolis Master Plan: Part 6 Land Use Plan, 2015

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2.4.5 CoE Policies, Development Plans and Projects 2.4.5.1 CoE Aerotropolis Planning and Land Use Guidelines (PLUG)

Refer to Diagram 28: Hierarchy of Plans in Terms of Spatial Planning The CoE Aerotropolis PLUG policy (February 2013) makes the following land use proposals within and around the airport: The CoE hierarchy of plans is reviewed in this section. The outcomes from each level of planning are identified and the implications assessed for the . Bonaero Park as a residential component for Aerotropolis AB Precinct and its zone of influence. employees. The desired land uses include high density residential; conferencing and hotels; airport related commercial development; tourism facilities; service industries; community facilities; recreational facilities; high tech industries; and research and technology. Undesirable land uses include low density residential and heavy and noxious industries. The connectivity with the Aerotropolis footprint is informed by the proposed K86, which will connect Bonaero Park with Daveyton and Etwatwa in the east. Atlas Road connects the area with Pomona to the north and Boksburg and Benoni in the south. Overall connectivity to ORTIA is poor, regardless of the fact that Bonaero Park is adjacent to the airport; . The development of a major gateway feature at the R21 interchange with the proposed PWV 15; . The PWV 15 as a development corridor. The corridor is defined as being a planned development that is not just a matter of infrastructure improvement, meaning that the infrastructure needs to be integrated with other economic opportunities such as trade and investments along the transportation corridor. The R21 development corridor will function as a tool for achieving the economic integration of the Aerotropolis, as it serves to open up markets and promote increased trade and investment. The rise of the R21 into an economic development corridor can also address social and other impacts arising from increased connectivity; . The PWV 15 is to be a southward extension of the R21 corridor to forge connections and development linkages with the Tambo Springs inland port. The desired land-use activities for the PWV 15 corridor include airport related development; retail; short term accommodation (guest houses and hotels; B&Bs etc.); conference facilities; government offices and services; mixed-use business, Diagram 28: Hierarchy of Plans in Terms of Spatial Planning retail, residential; high density residential; community facilities; airport related businesses; and tourism facilities;

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. The policy proposes urban design guidelines for corridor . To actively promote sustainable public transport; development. Corridors should create a continuous character as . To promote access to social and municipal services through CCCs; opposed to the current situation where there is a multitude of To identify the impacts of climate change on the CoE; different street furniture, public art, marketing materials, lighting and . landscaping and a wide variety of building types, facades and . To promote sustainable livelihoods development; heights; . To promote sustainable development; . The design guidelines are: . To optimise the comparative and competitive advantages of the  in the road reserve attention should be given to uniformity CoE. through the creation of a streetscaping and landscaping palette that reflects the Aerotropolis feel; 2.4.6 MSDF Urban Structuring Elements  control of advertisement boards; and

 the use of durable elements of public art. Refer to Diagram 29: CoE MSDF — Refinement of the Spatial Structuring . In terms of buildings, the following control measures should be Elements introduced:  build-to lines; The MSDF directs the spatial development of the Ekurhuleni Metropole through the application of the following urban structuring elements and minimum and maximum building heights;  spatial development guidelines:  roofing structures;  placing of entrances and facades; . Metropolitan Nodal Network – comprising a nodal hierarchy of  placing of parking; primary and secondary nodes. The MSDF identifies the area around  material use. the Aerotropolis as the Ekurhuleni Metropolitan Core, which includes a number of the primary nodes, including the proposed Aero City Centre Primary Node to the east of ORTIA. The development approach focusses on the development and 2.4.5.2 CoE MSDF (2015) consolidation of a central metropolitan core that is multi-nodal and that is supported by primary nodes strategically located to serve the The spatial development objectives of the CoE MSDF are: total urban area of CoE. The primary nodes are distributed within a 5km radius of all Ekurhuleni residents to enable more balanced . To create a single, uniform identity for the Ekurhuleni Metropolitan opportunities and equal access; area; . Development Corridors, encompassing the following classification . To develop a well-defined system of nodes; include: . To promote the development of a sustainable compact urban  transportation corridor; system;  activity corridor; . To create a sustainable and functional open space network;  activity spine; . To optimise the job creation capacity of the formal economy;  activity street; . To integrate the disadvantaged communities into the urban fabric;

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 modal transfer points. economic viability. The urban design vision should address the social needs of people living and working in the area now and in the . The development of the CoE Aerotropolis, which is the primary core future and create opportunities to contribute to the establishment of of the municipality; sustainable communities. . Transit Orientated Development (TOD); (CoE MSDF, 2015) . Principles of sustainable neighbourhood development include:  adequate space for streets and efficient street network; Within this context, the MSDF Urban Design Policy establishes the following guiding principles in the formulation of an urban design vision and mixed-  high density development; use development strategy:  mixed land use;  social mix; . Accessibility and legibility;  limited land use specialisation. . A mix of land use forms; . Densification, which is required to achieve a compact urban form. . A vibrant and engaging public realm; The spatial guidelines outline density parameters in the following . Security by design; areas: . Synergy with existing environment;  TOD: rail and BRT stations; . Heritage as a progressive force;  TOD along public transportation routes, including rail and BRT; . Tight street edges and short street frontages;  along high order mobility routes; . Robust and flexible architecture;  along the second order road network. . Integration with context;  nodes (primary, secondary and tertiary); . Management of the investment;  low density residential zones – minimum density; . Street edge guidelines: shopping street; urban street and mobility route;  mixed land-use activities supporting densification; . Courtyards. . Municipal Open Space Network; and . An urban edge. 2.4.8 MSDF Street Edge Guidelines

2.4.7 MSDF Urban Design Principles The MSDF sets out a series of guidelines for new development and how new buildings are to form an active interface along all street edges and The MSDF also specifically establishes an Urban Design Policy, which is around public spaces. based on the following imperative: There are four types of street categories for which the guidelines have been At the heart of this approach is the central aim of creating places of established: shopping streets, urban streets, mobility routes and courtyards. beauty and distinct identity by drawing together the many strands of This will result in the: ‘place-making’ – environmental responsibility; social equity;

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. Facilitation of a more accessible, walkable and pedestrian-friendly . Retrofitting existing primary nodes; environment; . New nodal development; . Activation of streets and public spaces through active street . Functional densification; interfaces; . Provision of effective public transport; and . Creation of economic opportunities in ground floor spaces opening Inward urban growth. onto streets; .

. Improved safety and security through “security by design” rather This is in alignment with the Urban Network Strategy and the CoE’s Capital than through remedial measures; Investment Framework (CIF). Furthermore, the MSDF ‘beads-on-a-string’ . 24-hour presence in buildings through the vertical mixing of uses; development is the preferred model for corridor development, in order to . Live-work-play lifestyles all within a walkable environment; and strengthen and enhance the IRPTN network within the CoE. The MSDF, CIF and Urban Network Strategy are all established on the basis of key aspects Greater efficiency of commuter travel. . which define a sustainable public transport system. These include:

2.4.9 MSDF Spatial Development Strategy . Nodes being connected by viable links along the route; . Mixed-use development with increased densities at suitable TOD Refer to Diagram 30: CoE MSDF — Spatial Development Strategy nodes; . Walkable distances to and from stations; Refer to Diagram 31: CoE MSDF — Spatial Development Strategy (Focusing on the Precinct) . Tertiary nodes that incorporate the social facilities required; and . The accompanied NMT services to complement the public transport The MSDF’s spatial development strategy is an urban network plan formed system. by the identified structuring elements. The core of this network is the ORTIA Aerotropolis. The key structuring element of the urban network is the The MSDF structures the metropolitan area into a number of regions for the proposed Integrated IRPTN, which links the nodal hierarchy with four preparation of the next level of planning: the RSDF plans. Each region has strategic localities in the metropolitan area: Tembisa; Daveyton and been identified according to its specific role and function: Etwatwa; Katorus; and Kwatsaduza. The IRPTN network forms a lattice that establishes corridors earmarked for densification and promotes the . Region A represents the proposed metropolitan core; movement of people to and from places of employment within the CoE. . Region B represents the northern urban support zone;

The MSDF reinforces the importance of the Aerotropolis core area and . Region C represents the northern side of the N12 and the eastern makes proposals to strengthen and enhance the metropolitan core through support zone; the consolidation of the key urban centres that lie within 12km to the east of . Region D represents the central support zone between the N12 and ORTIA. N17 motorways; . Region E represents the western support zone; and The aim is to form a multi-functional metropolitan core, which is to be Region F represents the southern support zone. achieved by: .

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A further level of spatial development planning is undertaken at the regional development as articulated in the Urban Network Strategy. The BEPP level to direct the application and implementation of the MSDF development strengthens the overall application of the Built Environment Value Chain proposals, guidelines and policies. (BEVC) through:

The MSDF specifically identifies the Aero City Centre Primary Node as a . Clarifying development objectives, strategies and targets relative to catalytic project for which a development strategy must be prepared. This agreed productivity, inclusion and sustainability outcomes; should address the following aspects: Consolidating spatial planning, project preparation and prioritisation . via transit-oriented development plans and programmes in . Identification and securing of land for municipal purposes; prioritised integration zones; . Identification of innovative ideas and attractive incentives to appeal . Establishing an actionable intergovernmental project pipeline of to investors; catalytic projects via a portfolio management and project . Marketing of the concept; and preparation tools; . Strategies to protect the existing CBDs from being negatively . Clarifying long-term financing policies and strategies for sustainable affected by the new Aero City Centre Primary Node, in order to capital financing of the intergovernmental project pipeline. prevent their further deterioration. Refer to Table 2: BEPP Indicator Targets This is discussed further in Section 2.4.9.4 as these issues will impact on the precinct at a local level. The AB Precinct forms part of the BEPP Integration Zone 4. Specific development targets are identified and referred to within the Integration Zone Planning Guidelines to achieve spatial and economic transformation 2.4.9.1 CoE Built Environment Performance Plan (BEPP) and support public transport, including the desired income mix (subsidy / gap market) and tenure mix (owned/ public rental and private rental). Refer to Diagram 32: CoE BEPP

The CoE Built Environment Performance Plan (BEPP) of 2017 is effectively the interdepartmental coordination and development implementation strategy.

It provides the strategic public management framework across sectors and spheres for the alignment of public resources into strategic urban locations across the planning, funding, delivery and operations cycle; and the design and application of fiscal and regulatory instruments aimed at catalysing private fixed investment and spatial transformation. (CoE BEPP, 2017)

The spatial planning method adopted and reiterated by the BEPP, for the period 2017/18 to 2020/21, is based on integrated, transit-oriented

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Table 2: BEPP Indicator Targets  mixed-use greenfield redevelopment;

 office redevelopment.

The BEPP identifies the AB Precinct as a priority intervention area as it forms part of the Aerotropolis Core. Short, medium and long-term opportunities are identified. In its assessment the BEPP notes the following infrastructural services issues:

. A lack of water reservoir capacity on the Benoni side, with spare capacity on the Boksburg side; . Spare capacity exists with regard to sewer and WWTW; . No electrical substation capacity on the Benoni side but there is capacity on the Boksburg side.

Catalytic water and sanitation infrastructure projects are identified, within the capital infrastructure budget, to realise the development potential. These include:

. Pomona: New Eastern OF sewer Phase 2 (Kempton Park); Source: BEPP, 2017 . Construction of a Bredell Zone Water Supply System (Kempton Park); The BEPP Integration Zone 4 comprises the functional area east of the Kempton Park CBD. It originates from the Kempton Park CBD and runs . Construction of a new 23Ml Kempton Park Reservoir (Kempton along the IRPTN route (Great North Road, and along Atlas Road) up to the Park). Benoni CBD, then eastward along the IRPTN line towards the Etwatwa CCC, and along the railway line eastwards up to the Daveyton Urban Hub. The BEPP proposes the development of a diversity of land-use activities within the precinct to a minimum level of intensity, and density that supports The BEPP development proposals for the precinct include: the urban network development approach. Key infrastructure capital projects are established, forming catalytic interventions that will help to realise the development. . BRT route and stations along both Great North and Atlas Roads; . A mix of land-use activities including:  residential densification;  commercial greenfield redevelopment;  industrial greenfields;  institutional greenfield redevelopment;

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Diagram 29: CoE MSDF — Refinement of the Spatial Structuring Elements Source: CoE MSDF, 2015

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Diagram 30: CoE MSDF — Spatial Development Strategy

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Source: CoE MSDF, 2015

Diagram 31: CoE MSDF — Spatial Development Strategy (Focusing on the Precinct) Source: CoE MSDF, 2015

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Diagram 32: CoE BEPP Source: CoE BEPP, 2017

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2.4.9.2 RSDF: Region A (2014) The spatial development approach is underpinned by the following principles: Refer to Diagram 33: The Precinct in the Context of the Region A RSDF . Mixed land use; The MSDF (approved in 2015) identifies Region A as the economic Increased densities; heartland of the metropolitan area which includes the Aerotropolis as the . city’s main economic driver. The MSDF directs growth in the region by . Improvement and support for public transport; promoting a diversity of activities. Proposals for the Aero City Centre . Integration of different income groups; Primary Node by the MSDF also include the establishment of a secondary . Integration between land use and public transport; and node and extensive industrial and urban development. . Protection of environmentally sensitive areas.

Table 3: Roles and Function of Region A in Terms of the MSDF The resultant spatial development plan is formed by the following structuring elements:

. The open space network; . The main nodal structure; and . The main movement corridors.

The RSDF spatial proposals and land-use activities for the AB Precinct include:

. Blaaupan to be protected as a natural asset that must be connected to the wider natural open space system, as directed by the Ekurhuleni Biodiversity and Open Space Strategy; . The main node, the Aerotropolis Core Node around ORTIA to be consolidated, which includes the AB Precinct, and thus impact of the proposed development strategy for the Aerotropolis must be Source: CoE MSDF, 2014 taken into consideration; . The site forms an integral part of the proposed north-south K119, The primary issues addressed by the Region A RSDF (approved in 2014) PWV 15 and K157 development corridor, originating from the include: Aerotropolis Core Node at the ORTIA IDZ in the north, through Brentwood Park and Atlasville, southward to Benoni and Boksburg . Efficient functioning of the urban system; CBDs and culminating in the Parkrand Secondary Node. This . Equity between different income groups; and corridor includes IRPTN routes; . Environmental sustainability. . The proposed land-use activities for the precinct include:

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 airport related uses around the Blaaupan. The range Refer to Diagram 37: Precinct in Context of the Aero City Centre Primary includes activities in the immediate surroundings or in close Node — Local Level proximity: air cargo, freight forwarding, couriers, logistics, distribution, warehousing, container services, transport The purpose of the proposed Aero City Centre Primary Node is to: consultant service, shipping, import and export, commercial including related retail trade, offices, hotels, . Unlock the eastern areas adjoining ORTIA; guesthouses, conference facilities, places of refreshment, . Maximise the potential afforded by the proposed Aerotropolis and light / high tech industrial; development; and  corridor mixed-use; . Respond to the regional growth pressures as related to Gauteng  general mixed-use; Province.  municipal / government / social facilities; The Aero City Centre Primary Node is envisaged as a new downtown for open space;  the CoE becoming an administrative and commercial centre; a cultural,  medium density residential: 60du/ha – 120du/ha; and educational and sporting hub; a focal point and place of gathering for the  low density residential: up to 60du/ha. people of Ekurhuleni and for the broader Gauteng City-Region.

The RSDF, although prepared prior to the MSDF, reinforces the existing The Aero City Centre Primary Node will be the easternmost node amongst road network, proposes the development of the PWV 15 and promotes a a series of four nodes, two new and two expanded and augmented existing diversity of activities that align with the CoE MSDF. The MSDF specifically nodes, encircling ORTIA and collectively forming a diamond-shaped states that the Region A RSDF requires updating in order to include the development region in Ekurhuleni’s northern region: MSDF’s industrial development proposals. In this regard, approved policy promotes industrial land uses as part of the future activity mix within the . Proposed Riverfields development (northern node); precinct. . Rhodesfield Kempton Park (western node);

. East Rand Mall (southern node); and 2.4.9.3 LSDF . Aero City Centre Primary Node (eastern node).

There is currently no approved LSDF applicable to the area. Together, these four nodes will act as a core for the proposed Ekurhuleni Aerotropolis. Infill development and densification along the transport corridors linking the four nodes around the airport periphery will be focused 2.4.9.4 Aero City Centre Primary Node Plan in terms of the MSDF on aviation, commercial and light industrial activities.

Refer to Diagram 35: Aero City Centre Primary Node — Vision

Refer to Diagram 36: Precinct in Context of the Aero City Centre Primary Node — Land Use and Movement

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The Aero City Centre Primary Node development is informed by three major axes linking a commerce plaza, city plaza and sports stadium, together forming a triangular core; and a central park and open space system, consolidating the existing natural features, supported by higher density residential development. The movement system and linkages build on the existing road network and contribute to the improvement of regional linkages and access, and the integration of mass public transit systems through the proposed IRPTN. The proposed land-use activities are structured into a series of precincts:

. Commercial core; . Civic precinct; . University precinct; . Health precinct; . Sports precinct; . Series of residential neighbourhoods; . Logistics and light industrial corridor.

Diagram 33: The Precinct in the Context of the Region A RSDF Source: CoE RSDF, 2014

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Diagram 34: Region A RSDF — Precinct Focus Source: CoE RSDF, 2015

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Diagram 35: Aero City Centre Primary Node — Vision in MSDF Source: CoE MSDF, 2015

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Diagram 36: Precinct in Context of the Aero City Centre Primary Node — Land Use and Movement

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Diagram 37: Precinct in Context of the Aero City Centre Primary Node — Local Level

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2.4.9.5 CoE Environmental Policy, 2012 . Establish partnerships with community organisations, government agencies, customers and Interested and Affected Parties (IAPs). The CoE’s Environmental Policy was updated in 2012. The revision of the Foster openness and communication with all stakeholders in order policy provided an opportunity for alignment with sustainability initiatives and to share relevant information, contribute to the development of trending considerations, for instance: the impacts of climate change, the sustainable solutions, and respond in a constructive and timely green economy, mining reclamation and pollution, and land reform and manner; agrarian transformation. Importantly, as the Growth and Development Implement environmental management activities aimed at Strategy for CoE is currently being revised, there remains the potential to . enhancing and improving the environment within the CoE by further align the environmental policy and vision with the revised growth and improving the environmental content and performance of existing development vision for the region. management systems like the Integrated Development Plan (IDP),

Growth and Development Strategy (GDS) and Service Delivery and The development of an environmental policy for the CoE is a statutory Budget Implementation Plan (SDBIP); and mandate, where responsibility is placed on local government to ensure a safe and healthy environment for those living and working within their area . Regulate the environmental impacts of mining to restore a balance of jurisdiction. The CoE, in delivering services to the community, strives to between consumptive and sustainable environmental resource maintain and promote sustainable environmental management by carefully uses. blending ecological, social, and economic considerations into future planning and decision-making processes. The CoE aims to balance the Refer to Diagram 38: Seven Environmental Policy Focus Areas or Ultimate interests of the present with those of future generations and ultimately, will Outcomes strive to reduce the environmental impacts of current operations, activities, products, and services. To meet the goals and intended outcomes of the Environmental Policy, seven areas of impact are defined that require attention and the Within the framework of its Environmental Policy, the CoE commits to: implementation of actions. The long-term outcomes are:

. Comply with all applicable international conventions, national . Key natural resources are protected and conserved; environmental legislation and policies, regulations, codes of . CoE employees are aware of environmental matters and practice, and other environmental requirements to which the CoE environmental education initiatives are implemented; subscribes; . Environmental principles are embedded in infrastructure and . Protect and manage the environment, conserve resources, development activities in the CoE; minimise asset losses, and improve environmental performance; . Land, water and air pollution are prevented and reduced; . Minimise the environmental impacts of the activities of the CoE; . River catchments are managed in an integrated manner; . Minimise the contribution to climate change, and adapt to the . CoE is energy efficient and has adapted to climate change impacts; consequences of global climate change; . Sound environmental governance. . Improve the quality standards of the environment through the reduction of pollution, implementation of a waste reduction hierarchy, an increase in social benefits in terms of health and resilience, and increased access to environmental resources;

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. Roll out of the Environmental Policy into CoE departmental processes and systems; and . Marketing and the raising of awareness of what the Environmental Policy aims to achieve. Protect Natural The Implementation Plan is a spreadsheet-based tool that links the Resources outcomes of the policy through actions and responsibilities to measure progress, using indicators over 5-year planning timeframes. Environ- Environ- mental mental Governance Education 2.4.9.6 CoE Reclamation, Rehabilitation, Landscaping and Enhancement of Water Bodies Feasibility Master Plan, 2015

CoE The CoE prepared a plan for its water bodies and wetlands, namely the Environ- Reclamation, Rehabilitation, Landscaping and Enhancement Feasibility Climate Master Plan of Ekurhuleni’s Water Bodies (CoE, 2015). The ‘Action Plan’ for mental Sustainable Proofing & the key wetlands in the municipal area considered one of the wetlands in Infra- Energy Policy the precinct, namely the Blaaupan. This document’s recommendation is for structure Efficiency the open space around the pan to be rehabilitated and for the park to be reclaimed. The open space around the pan is very important and these recommendations should be implemented as part of the Precinct Development Plan. Water Reduce Resources Pollution 2.4.9.7 Urban Design Policy

The CoE Urban Design Policy has been prepared in a manner that allows the generic principles of urban design to be applied across different scales of planning and design. These may include settlement making, urban renewal initiatives, the development of new expansion zones, public place Diagram 38: Seven Environmental Policy Focus Areas or Ultimate making, street design and local scale building projects. These guidelines Outcomes serve collectively, as a tool for the design of better people-centred places Source: CoE Environmental Policy, 2012 within the CoE and can be applied across existing urban contexts and new settlements as part of the future city.

An Implementation Plan accompanies the Revised Environmental Policy and is available as a tool to enable the turning of the policy into action. Primary goals to give effect to the policy include:

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2.4.10 Key Elements of the Urban Design Policy 2.4.11 Urban Design Policy Principles

Refer to Diagram 39: CoE Urban Design Policy Refer to Diagram 39: CoE Urban Design Policy

The Urban Design Policy focusses on six key elements: The CoE Urban Design Policy consists of seven urban design principles. Each principle, along with the relevant guidelines, is individually detailed and . The public realm: enhancing urban functions by creating a well- its primary intent is outlined. Each of the overarching principles for the considered public realm that supports the contemporary needs of guidelines also provides performance measurement and assessment tools, urban dwellers; and associated implementation considerations.

Transportation planning: the role of considered, integrated transport . The Seven Urban Design Principles are as follows: planning in cities is fundamental in shaping them and must be

undertaken in conjunction with land-use planning; . Making Connections — development should seek to integrate with Public transport: mass rapid public transit is a key component to . its context by establishing connections to and from surrounding efficiently functioning urban systems. Public transport and urban urban systems, maximising permeability through the site, and activity are interrelated, including aspects such as trade, ensuring continuity of movement through the neighbourhood: concentration, vibrancy, and the animation of spaces. The urban design policy guides the integration of transport-planning needs  block structure: finer grain blocks, pedestrian linkages and with positively performing urban spaces, specifically for rail and access servitudes; BRT station precincts;  visual connections: make and protect vistas and create and . Re-addressing township environments: urban design directs the celebrate landmarks; creation of functional and meaningful places that enhance and  public transit: promote mixed-use at public transit facilities support human-scaled activity, economic opportunity and social (for example TODs) and promote linear activity spines enhancement, that are supported by a public space structure; along main activity corridors. . Urban logic and structure: urban design guides development . Positive Edges — development should promote positive edge according to an urban logic and structure that promotes a more conditions between new and existing, between built and natural, compact form and is more urban in nature. Urban design should and a clear transition between public, semi-public, semiprivate and generate urban environments that are human scaled and that private realms: observe the fundamentals of quality urbanism;  street-related design: define street space and building . Urban regeneration catalyst: urban design informs urban renewal definition (building forms the edges); by providing a clear urban design strategy which creates a  building position: build-to-line and building envelope/build- supportive public space structure that enhances the integration of within zones; public transport and city building, understands the need of people comfort: shade areas through setbacks and allow for and place-making, and ensures the vitality of cities by allowing for  colonnades and cantilevers; diversity in the range and scale of economic activity.  safety: maximise natural / passive surveillance, maintain regular openings and allow for balconies and open corridors;

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 parking placement: retain / position parking to the rear of access to biophysical resources, and adopt a physical response the building and establish active / positive edges to parking that can adapt to changes over time: structures (providing an active edge with the public  efficiency and natural climatic responses (by buildings): environment). optimise building orientation opportunities, solar protection, . Activity Response — development should reinforce and enhance and optimise cooling opportunities; existing patterns of activity where appropriate, promote diversity  green infrastructure: parks, corridors and street trees, and a layering of uses, and provide opportunities for as wide a range vertical gardens and green roofs, and green / smart of user groups as possible: retention systems;  mixed-use: design for diversity of use, promote vertical  harnessing nature: solar and wind energy, and rainwater mixed-use and provide for trading at key points of harvesting. interception; . Urban Management — one of the most essential components of  active base: mandatory active base in mixed-use areas urban design is an efficient and effective urban management and allow double volume base to reinforce activity. system, to ensure that development is in line with the principles of . Non-Motorised Transport (NMT) — development should reinforce policy: the role of non-motorised transport systems, providing for safe  general urban management; pedestrian and cycling movement, and linking to public transport  heritage of the CoE; systems:  signage / outdoor advertising;  pedestrian priority: design to pedestrian scale and with safe informal trading; street principles;  open space management: soft open spaces (passive and  dedicated systems: the design of dedicated / defined NMT  active), hard open spaces (roads, civic spaces and systems that are established in a way that is mutually amenities), natural surveillance, access control, beneficial to each NMT mode. territoriality, general maintenance, landscaping . Place-Making and the Public Realm — development should seek to maintenance, on site water management, and pest control. enhance the overall public environment, reinforcing the character of It also provides guidelines for the management of the an area, and creating usable and memorable public space various types of open spaces, including basic opportunities: infrastructural and maintenance requirements and  human scale: responsive street edge and building proposed management structures. setbacks;  legibility: defined streetscape elements, focal buildings and The Urban Design Policy provides an assessment tool in the form of an corners, and capital web structure; Evaluation Matrix to assist in the evaluation of development applications. This considers all the components outlined above. public space and structure: have a hierarchy of spaces,  provide hard spaces and active spaces, civic spaces, and

ecological spaces.

. Sustainability and Resilience — development should consider sustainable development responses, enhance protection of and

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Diagram 39: CoE Urban Design Policy Source: CoE Urban Design Policy Framework, 2016

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2.4.12 Supplementary Urban Design aircraft and other activities associated with the airport: Guidelines  height restriction: the South African Civil Aviation Authority (CAA) stipulates that no buildings or objects higher than 45m may be erected within a distance of 8km measured Refer to from the nearest point on the boundary of an aerodrome or heliport;

Diagram 40: CoE Urban Design Policy —  noise level: the maximum allowable for residential is 55 dB and for non-residential is Supplementary Guidelines 70 dB, with appropriate noise attenuation measures to better promote human comfort.

Four supplementary guidelines are also provided:

. Water sensitive urban design systems: development normally reduces the natural permeability characteristics of land by replacing free-draining surfaces (soil) with impermeable surfaces that are typically drained by pipes and/or canals. This typically results in the loss of vegetation, biodiversity and amenity. Water Sensitive Urban Design System (WSUDS) guidelines aim to mimic the natural hydrological cycle through ‘softer’ interventions, thereby improving water quality, preserving biodiversity, and enhancing amenity. The cumulative result, if applied to networks of drainage systems, is a more sustainable and liveable city; . Airport precinct: the existing airport precinct, along with the future development of the Aerotropolis, Diagram 40: CoE Urban Design Policy — Supplementary Guidelines presents multiple implications for Source: CoE Urban Design Policy Framework, 2016 surrounding areas. Two of the main impacts that the airport poses for the surrounding areas are the height restrictions imposed on development and well as the high noise levels from

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. TOD: the concentration of mixed-uses around public transit facilities such as a bus stations ensures that urban environments are more compact and accessible thus making settlements more sustainable. The TOD development maximises and focusses mixed mixed-use developments around a transit station or within and along a transit corridor, which provides the public with better access to public transport and mixed services and facilities:  concentration of moderate to high densities as well as a mix of land-use activities around the public transit facility;  density gradient within a 400m radius from highest around the public transit facility to lowest on the outer perimeter;  multiple transportation choices with supporting NMT. . Incremental growth: development in stages helps to ensure the sustainable and efficient increment in growth and management of settlements. Incremental growth directs urban development in a considered manner, with supporting urban design principles and planning guidelines that facilitate the development of a settlement structure. The result is a hierarchy of places with coherent development that forms positive urban growth boundaries.

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2.4.13 Institutional Arrangements

Refer to Diagram 41: Administrative Boundaries for the Precinct Including the Ward Boundaries and the Customer Care Areas Served by the CCCs

The Aero-Blaaupan Precinct is predominantly located within Ward 23. The small triangular portion forming the northern part of the precinct is located within Ward 106; this ward is large in extent and includes ORTIA.

The precinct is located within 3 Customer Care Areas (CCA). These include:

. Boksburg CCA (southwestern portion of the precinct); . Kempton Park CCA (northern portion of the precinct); and . Benoni CCA (eastern portion of the precinct).

A homeowner’s association has been set up to manage the southernmost pan of the precinct, near Silver Wings Boulevard and Toyota, which is part of the Caro Nome AH. Diagram 41: Administrative Boundaries for the Precinct Including the Ward Boundaries and the Customer Care Areas Served by the CCCs

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2.4.13.1 Other institutional arrangements

The precinct is located near ORTIA and its flight paths, therefore ACSA’s planning has an impact on the site in terms of height restrictions and noise contours. In terms of the expansion of the runways, ACSA have confirmed that their planning will not directly impact the precinct.

2.4.14 Development Proposals

A number of development initiatives are under way in and around the precinct.

2.4.14.1 Public Sector

2.4.14.1.1 Jewellery Manufacturing Precinct - SEZ

Refer to Diagram 42: Jewellery Manufacturing Precinct SDP

Gauteng Province has initiated the Jewellery Manufacturing Precinct, development which has been identified as a Special Economic Zone (SEZ) and is currently under construction. This is located outside of the precinct area to the north-west.

The Jewellery Manufacturing Precinct is 7.4 ha in extent and 50, 979 m2 of Diagram 42: Jewellery Manufacturing Precinct SDP floor area is proposed. Source: Gauteng Growth and Economic Development Agency, 2016

The development is designed to be fenced off, with access into the precinct via a guardhouse from Bonaero Drive. The site adjoins the Zenprop Sky Mall but there is no interface with that development.

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2.4.14.2 Private Sector The church aims to expand onto the neighbouring portion of land to the north of the southernmost pan. It proposes to add an additional 50,000 m2 of floor area. The entire premises is designed to accommodate a full ‘church 2.4.14.2.1 Zenprop Sky Mall campus’, including a theological university, youth centre and a retail component, with possible conferencing facilities. The Sky Mall Proposal is adjacent to the precinct in the northern triangle, next to the IDZ. The connections between this mall and the IDZ have not The expanded proposal does not respond to the existing pan that abuts it been deliberated on in terms of accessibility and pedestrian movement. and consideration of the interface with the pan is something that could promote safety and add value to both the pan and the church. The zoning allows for a mix of land-use rights including retail, hotels, conference facilities and higher density residential. The CAA have given The development proposal is currently being assessed by town planners of permission for 5-storey development on this site. A large amount of capital CoE and the application process has ongoing over the last three years. is required by the developer to implement a high-order road network as part of the development, and yet there has been very little to no consideration of non-motorised public transport. 2.4.15 Rezoning of Agricultural Smallholdings

The initial phase of the development is 60,000m2 of retail on 2 storeys. There are a range of township applications underway, specifically for agricultural holdings to be rezoned for residential and / or industrial. Owners The site is 'boxed in' between the main road network (Atlas Road and the are in the process of applying for rights. R21) and ORTIA. This will prevent the mall from becoming a major catalyst which could drive a larger vision for the area. 2.4.16 Assessment Outcomes

2.4.14.2.2 Christian Family Church (Johannesburg) There are a number of development proposals underway. The development proposals within the precinct are predominantly for medium to high-density The Christian Family Church is a significant land owner of 17.69ha. The residential development and industrial. The interface between industrial and existing building fronting onto Atlas Road has about 15,000 m2 of floor residential is not carefully managed. The development proposals are low space. intensity which means that they do not support public transport and proposals indicate little consideration for NMT. The existing parking is 2,400 m2. The church sees the availability of parking as critical and as a result has an oversupply at a rate of 16 parking There are a number of vacant landholdings that may also be considered for bays/100sqm, where offices would typically require 4 parking bays/ 100 m2 redevelopment by owners. and retail centres 6 parking bays/100 m2. The church is promoting shared facilities, such as working with Bombela / Gautrain to introduce public The SEZ Jewellery Manufacturing Precinct and a proposed regional mall, transport in the form of park-and-ride linked with Gautrain. the Sky Mall, are proposed near ORTIA, indicating major investment occurring in the area.

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Diagram 43: Development Proposals / Township Applications in and Around the Precinct

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Table 4: Development Proposals / Township Applications Within the Precinct

Resid Property Existing ential Res Proposed Description Land use area no Ind/Co Jurisdicti Property Name (Existing) /zoning Proposed Zoning (m2) units POS mm Status on Holding 34 Caro Not Parkhaven Ext 9 Nome AH Residential 1 8845 32 11576 Approved Boksburg Ptn 299 (Ptn of Ptn Residential 1 11694 37 3244 88) Farm Witkoppie Holding 35 Caro Not Parkhaven Ext 10 Nome AH Agriculture Residential 3 3725 6 N/A N/A Approved Boksburg Ptn 28 (Ptn of Ptn Residential 1 12805 35 N/A N/A Approved Boksburg 88) Farm Witkoppie (Holding 31 Caro Not Parkhaven Ext 11 Nome AH) Agriculture Residential 3 (28du/ha) 5547 12 N/A N/A Approved Boksburg Not Residential 1 8008 26 N/A N/A Approved Boksburg Re/33 Caro Nome Not Parkhaven Ext 13 AH Agriculture Residential 3 (28du/ha) N/A N/A N/A N/A Approved Boksburg Special: industrial and commercial purposes, high- tech industrial, restricted industrial, light workshops, retail industries, medical orientated uses, motor town orientated land uses, agricultural orientated uses, Ptn 92 Farm business buildings 50% cov., Goedeburg Ext 55 Rietpan AH Agriculture 3 Storeys FAR 1.0 N/A N/A N/A 20140 Proclaimed Benoni

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Resid Property Existing ential Res Proposed Description Land use area no Ind/Co Jurisdicti Property Name (Existing) /zoning Proposed Zoning (m2) units POS mm Status on Special: industrial and commercial purposes, high- tech industrial, restricted industrial, light workshops, retail industries, medical Holding 22,28,32 orientated uses, motor town Brentwood Park orientated land uses, and ptn 39,63, 70, agricultural orientated uses, 71, 72 Farm business buildings 40% cov, Not Goedeburg Ext 57 Rietpan Agriculture 3 Storeys FAR 0.6 N/A N/A 181040 190127 submitted Benoni Residential 3 (3 storeys, cov Holding 9,16,19 60%, 85du/ha or and and 21 Brentwood Industrial 1 / Comm, cov Goedeburg Ext 67 Park 70% max 40000m2 29821 253 60913 Submitted Benoni Proposed extension Parkhaven erven 1647 to 1737 Extension 5 and part of 1746 N/A N/A N/A N/A N/A N/A N/A Special for 1647 Parkhaven access Extension 5 purposes N/A N/A N/A N/A N/A N/A Erven 1648 to Residential 1650 3 N/A N/A N/A N/A N/A N/A Erf 1746 Parkhaven Residential Extension 5 1 N/A N/A N/A N/A N/A N/A Erf 1746 10500m2 auditorium, retail Parkhaven Private component, conference Extension 5 Street facilities, university N/A N/A N/A N/A N/A N/A Erf (additional 50000m2) above 1651Parkhaven existing church of 1500m2 Extension 5 Special parking bays 16bays/100m2 N/A N/A N/A N/A N/A N/A TOTALS 50624 401 195860 210267 0 0

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2.5 STAKEHOLDER VIEWS ON THE Stakeholders in the area suggested: CONTEXT AND STATUS QUO . That industrial and commercial be promoted in the northern part (near Bonaero Park Ext.1) of the precinct to accommodate the noise constraints caused by ORTIA’s flight paths; 2.5.1 The Stakeholder Engagement A parallel route along Atlas Road; Process . . A left in / left out be promoted near the church; An introductory meeting and site visit was held . An east-west connection between Atlas and Great North Road through Parkhaven Extension 5; on the 13th of September 2017 with internal and departments of the CoE. This included the town . Identification of separate routes that could be prioritised for industrial and residential access. planners in the CCAs for Benoni, Boksburg and Kempton Park.

A range of stakeholders has been identified, which includes local town planners in the area, landowners, the ward councillors and community groups. This list is continually being expanded throughout the planning process. Meetings and communications with these stakeholders have taken place as part of the status quo.

A design charrette took place on the 22nd and 23rd of November, this was hosted in two parts: one for government departments and another for the private sector. The elaborated report can be found in a separate document, the ‘Record of Consultation’. The key findings are found in the section that follows.

2.5.2 Assessment Outcomes

There are a range of development applications in the area for predominantly medium density residential and industrial. As a result, industrial development is located next to residential development resulting in a disconnect in land use. Diagram 44: Recommendations for the Precinct from Stakeholders

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2.6 CONTEXT AND STATUS QUO CONSOLIDATION

2.6.1 Assessment Outcomes, Constraint and Opportunities

Table 5: Assessment Outcomes: Constraints and Opportunities

CATEGORY COMMENT Spatial issues . Spatially, ORTIA (+/- 7km in length) acts as a barrier against east-west connectivity (road and rail). As a result, the precinct lacks direct links into the Johannesburg urban core and other core economic centres. This is the main reason that development around the precinct has been slow.

. Industrial and mixed-use development has occurred to the west, north and south of ORTIA at Kempton Park, Isando, Rhodesfield and North Rand Road. . Bonaero Park (residential area) is undergoing change due to its close proximity to ORTIA. . The mixed-use, retail, commercial and light industrial activities are consolidating in clusters along the two main routes, Great North Road and Atlas Road, which are emerging activity spines.

Constraints . The ACSA proposals indirectly impact on the precinct through noise and height restrictions and the potential displacement of land uses. . Residential development has formed around the northern boundary of the precinct, where ACSA encourages industrial development due to noise impact and height restrictions. . Most of the landholdings are privately-owned, which makes it difficult to elicit spatial transformation. . Development densities of new and existing residential development in the area are low, with a few pockets of medium density, which limits urban consolidation and the support of public transport.

Opportunities . Policy support exists for the development of a new urban centre in the AB Precinct. This promotes non-residential intensification (places of employment and socio-economic activities) and significant residential densification, together with public transport and the development of supporting engineering services. This spatial strategy provides for a development threshold that improves the viability of public transport and engineering services investment, including stormwater management services. . There is a disconnect between the land uses within the precinct, due to increasing industrial activities which are not compatible with the existing residential use. An opportunity exists for the precinct plan to guide development in an integrated way in this precinct.

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CATEGORY COMMENT . Main routes form an armature accommodating mixed-use activities and future public transport, enabling development into fully fledged activity spines supported by mobility. . Development of the existing undeveloped agricultural land holdings. . The redevelopment of the existing quarry, AB Brickworks is located in Brentwood Park AH. . The low density of the residential populations in the area highlights the need for higher-density dwellings in relation to the Aerotropolis.

Open Space system . Extensive areas of the site are undevelopable due to the existing natural environmental system that is protected from development. . An integrated strategy for the pans in the precinct doesn’t exist. . The pans are underutilised in capturing development value and recreation activities / functions.

Constraints . The pans and supporting open space system are a mix of public and private ownership, which makes it difficult to establish an integrated open space system. . The pans, except the southernmost pan, are closed systems at the surface and very sensitive to pollution, which could have a negative impact on the surrounding development. . The environmental system forms part of the wider network that drains southward into the Benoni lakes.

Opportunities . The environmental system, with its pans, is a natural asset with important biodiversity and ecological engineering functions. This is to be incorporated into the precinct’s development as an integrated open space system with a development response that makes the pans a central feature and an integrated component of the precinct’s structure.

Roads and transport . Regionally, the precinct is well-connected: via the R21 linking to Pretoria and Kempton Park, and on to Johannesburg via issues the R24, and the N12. Atlas and Great North Road form linkages to the north to the R21 and south to the N12.

Constraints . The regional routes, Atlas Road and Great North Road, limit local access into the precinct. . The ORTIA acts as a barrier to east-west connectivity and to direct links into major economic centres, preventing natural development being consolidated into mixed-use development responses (i.e. a town centre). . The pans and associated river system prevent east-west connections through the precinct. . There are no existing railway extensions into the precinct, which would limit the support of an integrated town centre.

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CATEGORY COMMENT

Opportunities . An integrated movement and circulation system is to be put in place as part of the precinct plan, to connect to the existing regional road network. . Planning for the K86 was considered in terms of linking to the R24. With the subsequent ORTIA development this has no longer been possible but could still be designed to tunnel under the airport runway and link to the R24 to create a potential direct east west connection to the precinct. The K86 is in planning to form around the south of ORTIA, which would improve the east-west connectivity of the precinct. An opportunity to guide the alignment of this road should be considered. . There are possible Gautrain proposals in the area that could be considered in this precinct. . The PWV 15 traverses the precinct in a north-south direction, physically dividing the precinct and preventing local access and east-west connectivity. . The PWV 15 is a proposed freight route. With the link to the proposed Tambo Springs logistics hub, and the proximity to the promoted ORTIA cargo terminal, this could unlock freight development potential in the area.

Infrastructural Constraints Services issues . The precinct is located within three CCAs and this could pose problems for management, especially considering that infrastructure investment is undertaken through individual CCAs. . Flooding south of the Blaaupan has been reported. Budgets may have to be prioritised for improved stormwater management. A lack of stormwater infrastructure investment could potentially limit future development opportunities. . There is limited information available on some of the services in and around the precinct.

Opportunities . There is existing bulk infrastructure in the area, which new developments can connect to. The new developments show that there has been infrastructure capacity. . Development of service infrastructure to support development within the precinct. . Development and improvement of stormwater infrastructure and management to be able to support the future development intensities and densities as envisaged for the Aerotropolis core. This includes the application of the sustainable urban drainage measures to overcome the existing stormwater management challenge and to improve the stormwater management to be able to accommodate additional future development. Property economy . The Stats SA Census information indicated a 2011 population for the precinct of +/- 4,500 people and +/- 1,780 households. issues The population has higher levels of education, employment, and income compared to the CoE average.

. Houses (on a separate stand/yard/farm) comprise the majority of dwelling types in the precinct area (64%), followed by clusters /townhouses (21%).

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CATEGORY COMMENT . Length of ownership studies reveals owners in Bonaero Park, Norton Park, and Atlasville suburbs have mostly resided in the area for more than 11 years, whereas Brentwood AH and Parkhaven owners have mostly owned for less than 5 years due to the fact that new developments have been occurring in these areas. . The precinct is served fully by police stations, partially by crèches and primary schools, and is not serviced by secondary schools.

Constraints . Primary and Secondary schools and social facilities and services are provided outside of the precinct. These will be removed / relocated in the event of Bonaero Park redeveloping to include more airport related uses.

Opportunities . Private investment in the form of high-quality development (industrial parks, private estates, and the church) is occurring in the area, with the additional undeveloped sites, there is an opportunity for spatial transformation within the precinct. . There are presently several rezoning applications underway, indicating a private development ‘appetite’. . Whilst industries reveal some links to logistics and transport, the precinct and surrounds seem ripe for increased industrial development with activities that could play a role in forming an Aerotropolis, especially those whose core functioning relies on advanced manufacturing, aviation and aerospace.

Specialist study issues Opportunities . The precinct is characterised by its pans, floodlines and wetland; details don’t exist for the site and a detailed specialist study should be undertaken to get a better understanding of their impact.

Stakeholder issues Constraints . A limited local road network exists. . Lack of coordination between CoE departments is preventing approval for township rights. . Industrial development next to residential development is concerning.

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Diagram 45: Spatial Context and Status Quo Assessment Outcomes — Opportunities and Constraints — Regional Context

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Diagram 46: Spatial Context and Status Quo Assessment Outcomes — Opportunities and Constraints — Local Context

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2.6.2 Conclusion industries, community facilities, recreational facilities, high-tech industries, and research and technology; The primary development principle that drives the proposed development of . The development of a major gateway feature at the R21 the AB Precinct is that it forms part of the envisaged ‘Aerotropolis core’. interchange with the proposed PWV 15; While it is not itself the core, the precinct comprises a significant and The development of the PWV 15 as an economic development strategically located part of the core, forming the eastern node envisaged . corridor, with infrastructure improvements and integration with other as a new metropolitan city centre. This is one of four proposed nodes within economic opportunities such as trade and investments along the the core. In this regard the existing policy directs the development of the transportation corridor. The PWV 15 forms the southward extension precinct as follows: of the R21 corridor to forge connections and development linkages

with the Tambo Springs inland port. The desired land-use activities . The Aero City Centre Primary Node development is informed by include airport-related development, retail, short-term three major axes linking a commerce plaza, city plaza and sports accommodation (guest houses, hotels and B&Bs), conference stadium, together forming a triangular core; and a central park and facilities, government offices and services, mixed-use business, open space system, consolidating the existing natural features, residential, high-density residential, community facilities, airport- supported by higher density residential development. The related businesses, and tourism facilities; movement system and linkages build on the existing road network and contribute to the improvement of regional linkages and access, There is a lot of development initiatives occurring in the precinct including and the integration of mass public transit systems through the private and public developers. proposed IRPTN. The proposed land-use activities are structured into a series of precincts:  commercial core; 2.6.2.1 Issues  civic precinct; The issues identified by the status quo analysis are: university precinct;  health precinct;  . Regular flooding of the precinct through the hydrological network of  sports precinct; pans, wetlands and rivers;  series of residential neighbourhoods; . Pollution of the pans and water bodies through sewerage spillage;  logistics and light industrial corridor. . Poor east-west movement connections;

. Average existing residential development densities are low within the This is complemented by the CoE Aerotropolis Planning and Land Use precinct. These thresholds do not support public transport; Guidelines (PLUG) policy, which makes the following development proposals: . Ad hoc development with no major economic development anchor / driver identified. Existing economic activity consists of multiple individual actors that operate in a number of sectors: transport & Bonaero Park: residential component for Aerotropolis employees, . logistics, high quality industrial parks and residential estates, a major with high density residential, conferencing and hotels, airport private religious development, and existing applications for business related commercial development, tourism facilities, service rezonings; . Lack of existing mass public transport services;

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. No existing (nor proposed) railway link to serve the precinct; 2.6.2.3 Opportunities

. Under supply of certain public facilities for the existing residential population; . Approximately 37% of the precinct area consists of vacant and under- developed land, which can be developed. This includes an existing Concerns have been raised regarding the potential development of . quarry, with many of these vacant under development application with incompatible land uses (industrial vs. residential). the Council;

. The natural open space can be enhanced through rehabilitation and 2.6.2.2 Constraints improvement to serve a distinctive ecological function and as recreational places and create a high-quality public environment; In summary, the constraints identified by the status quo analysis are: . Policy support, where the CoE proposes that the precinct is developed as a primary node; a new urban city centre. . Pockets of municipal and provincially owned landholdings, comprising the open space (pans) and a triangular landholding forming the northern tip of the precinct, form a small portion of the land area. This presently limits the CoE’s ability to directly undertake land development in the precinct. The landholdings are predominantly privately owned, consisting of residential, agricultural smallholdings, religious and industrial landholdings; . The proposed ORTIA expansion has height restriction implications on the northern areas of the precinct, as well as land use activity limitations regarding noise level contours; . The central zone of the precinct comprises a significant open space system of interlinked natural surface water bodies (pan-depressions and wetlands); approximately 25% of the precinct land area. These form an important environmental function and must therefore be retained and rehabilitated; . The advanced stages of private development initiatives for the application of development rights; . The environmental system restricts the establishment of east-west road links; . The proposed PWV 15 physically divides the precinct.

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3 PRECINCT DEVELOPMENT CONCEPT 3.1.1 Regional Development Concept

Refer to Diagram 47: Development Concept 3.1 INTRODUCTION The proposed regional development concept is shaped by the following The purpose of the Precinct Development Concept is to set the physical urban structuring elements: development backdrop upon which the detailed development plan is to be established. . Nodes: the proposed establishment of three primary mixed-use nodes, which build on the existing activity pattern: The Aero-Blaaupan development context is reviewed to inform the  Aerotropolis Gateway Node: at the R21 freeway establishment of the Precinct Development Concept. This outlines the: interchange, where Atlas Road and Great North/ Dann

Road merge and form links into greater Kempton Park; Local context of the spatial location of the precinct within the sub- .  Parkhaven Node: this includes the Denel technical campus region; at the intersection with the proposed K86 and Atlas Road . Existing roads and transport networks; (the south-west gateway to the precinct); . Proposed roads and transport networks;  Brentwood Park Node: this is located at the intersection . Natural open space system and the existing key land-use activities. with the proposed K86 and Great North Road (the south- east gateway to the precinct). The Precinct Development Concept comprises a series of key components . Activity Spines: the consolidation of the existing major north-south that are overlaid to establish a broad development direction, outlining what routes Atlas Road and Great North Road into activity spines. These the redeveloped precinct could become and how it would function. The include more local secondary nodes and clusters at key approach enables development flexibility, in that if one or more of the intersections along the activity spine. This applies in particular to components is not realised, it can be removed and adjusted, or even the proposed interchanges with the future PWV 15; replaced, without compromising the entire concept or requiring a complete . Natural Open Space System: the retention, rehabilitation and review. enhancement of the central natural open space system. This is to

include ecological functions, such as storm-water management and The precinct plan encompasses a holistic development approach that development of recreation and parks; includes not only a spatial and physical urban design development strategy, but also social and economic proposals. The latter will always be set in a . Land Parcels: combined, the urban structuring elements divide the physical environment which needs to respond in a form and manner that is precinct into a series of six land parcels. Each of these has a conducive to stimulating and hosting the anticipated socio-economic particular character and function in terms of the future development benefits and environmental activities. of the precinct.

To ensure the integration of the precinct within its wider context and enable These urban structuring elements establish the regional development the appropriate development response at the study area level, a conceptual concept that guides the development proposals for the precinct development framework response has been prepared at the regional and at development concept, ensuring that the precinct development framework the precinct level. appropriately responds to its wider regional context.

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Diagram 47: Development Concept at a Regional Scale

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3.1.1.1 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 48: 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 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 comprising largely of undeveloped land, however there are proposals for retail and industrial development as well as airport related uses. This cluster occurs at the R21 freeway interchange at the northernmost 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.

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Diagram 48: Light Industrial, Distribution, Offices, Retail, Community and Airport-Related Activities Occurring in the Precinct

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3.1.2 Precinct Structuring Elements . Brentwood Park Node: this proposed node is centred on the intersection of Great North Road and the proposed K86, forming The Precinct Development Concept examines the structuring elements in the south-eastern gateway to the precinct. It is currently the most greater detail, including identifying development opportunities and potential commercially under-developed node. Existing developments land use activities. include predominantly medium density residential cluster and townhouse developments. There are a number of undeveloped landholdings along Great North Road and significant parts of the 3.1.2.1 Proposed Primary Mixed-Use Nodes Brentwood Park AH that could be developed with mixed-use retail and commercial development. There are also opportunities for Refer to Diagram 49: Primary Mixed-Use Nodes industrial and logistics developments.

The proposed Precinct Development Concept identifies the establishment The proposed nodal developments go beyond the precinct area boundaries. of three major, naturally occurring, mixed-use nodes, which are based on Typically, a mixed-use node extends over a radius distance of between the existing activity pattern. They include: 400m to 800m, or a 5 to 10-minute walk.

. Aerotropolis Gateway Node: this is centred on the land parcels and activities surrounding the R21 freeway interchange, where 3.1.2.2 Proposed Activity Spines Atlas Road and Great North Road merge and form links into greater Kempton Park. A number of undeveloped sites can be developed Refer to Diagram 50: Activity Spines — Atlas Road and Great North Road with mixed-use retail, light industrial, warehousing and logistics, as well as commercial development. This consolidates the existing The major north-south routes of Atlas Road and Great North Road are to be development pattern of the Jewel City IDZ, the Sky Mall (in consolidated into activity spines. These include more local secondary nodes planning), the extensive industrial expansion along the R21 freeway and clusters at key intersections along the activity spine. This applies in northward and into Pomona AH, as well as proposed retail particular to the proposed interchanges with the future PWV15. developments; . Parkhaven Node: the node is centred on the intersection of Atlas This builds on the existing trend of developments along the length of these Road (M43) with the proposed K86, forming the south-western routes. The concept capitalises on the regional accessibility and the existing gateway to the precinct. This includes the extensive Denel technical undeveloped landholdings that have the potential to be developed with a campus, the Toyota industrial park, and various high-quality office variety of land use activities, including mixed-use retail, commercial, and commercial developments along the eastern edge of Atlas industrial, transport and logistics. Road. Included in the node is the Parkhaven residential estate (La Como lifestyle estate), which has been as premium residential Combined with the PWV15, the activity spine developments can be estate around one of the pans that form part of the natural open consolidated into a regional development corridor. space system, and would not respond to the economic potential of the sites as it’s fenced off and purely residential. There are a The proposed activity spines form a development “seam”. In part, these fall number of undeveloped land parcels within the node, which can be outside of the precinct area boundaries. developed with mixed-use retail and commercial land uses;

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Diagram 49: Primary Mixed-Use Nodes

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Diagram 50: Activity Spines — Atlas Road and Great North Road

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3.1.2.3 Proposed Natural Open Space Core development zones within which a diversity of development opportunities are identified. and Community Facilities Potential interventions within these will be workshopped in greater detail at the Charettes.

Refer to Diagram 51: Natural Open Space System

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 stormwater management and the development of recreation and park facilities.

The pans are currently semi-private and have been fenced off from the public, excepting the pan in Bonaero Park. Physically the pans are not connected with one another, which creates a real possibility for an integrated open space network.

3.1.2.4 Consolidated Precinct Development Concept Diagram 51: Natural Open Space System

Refer to Diagram 52: Precinct Development Concept and Land Parcels

The consolidated Precinct Development Concept combines all the elements and establishes a series of seven local land

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Diagram 52: Precinct Development Concept and Land Parcels

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3.1.3 Conclusion . The support of the proposed BRT systems along the major routes, through the enhancement of mixed use activities and the Refer to Diagram 52: Precinct Development Concept and Land Parcels introduction of medium density residential liveable neighbourhoods.

The 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 PWV 15 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;

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4 DETAILED DEVELOPMENT FRAMEWORK  parking proposals including on-street parking areas, basement parking, on-site parking as well as structured parking; 4.1 INTRODUCTION  protection of sites of heritage, cultural, archaeological and

historical significance if any; The primary aim of the Detailed Development Framework is to outline in detail the full development potential of the site. This is done by mapping and  service infrastructure proposals including water, sewer, laying out the envisaged development proposals for the precinct and electricity, solid waste, telecommunications (summary of exploring how these would function when fully developed. the relevant specialist study). . A supporting land use budget defining the:  indicative developable floor area in m2 per land use; 4.2 PURPOSE  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. . A spatial development plan, of which the street grid and . A social facilities and public amenities plan, establishing the movement systems, the open space network, and land use requirements and how these are to be fulfilled; activities are all elements, outlines: . As may be required, supporting specialist studies relating to  the guiding development objectives and principles; transport, environmental and socio-economic inputs.  detailed layouts and anticipated built form;  developable and non-developable portions of the site; The outcome of the Detailed Development Framework is the identification of sub-precincts and the establishment of priority focus areas.  the location and mix of key land uses and activities;

 location of social facilities and public amenities (summary of the relevant specialist study); 4.3 PROCESS  pedestrian and vehicular movement systems including integration with existing transport routes and services The process undertaken in preparing the Detailed Development Framework (summary of the specialist transport and engineering included the following steps: studies);  broad open space and landscape proposals; . Assessments and input from the client team on the development  environmentally sensitive areas to be conserved or concept proposals; rehabilitated (summary of environmental inputs); . The outcomes from the first charette with key stakeholders on the  environmental legislative requirements based on the high-level development framework concept. This was held in two proposed development framework; separate sessions, for the private and public sector independently, during November 2017;  positioning, massing and orientation of proposed buildings;

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. The incorporation of outcomes of meetings held with specific . The proposed public environment network; external stakeholders to obtain their input on initial proposals; . Noise contours impact on land use activities; . Meetings were held with key CoE departments to obtain relevant . The proposed land use activities; input. These included the CoE Department of Roads and Storm The land use budget; Water, Gautrans and the Department of Human Settlements. . . The required and proposed social facilities. The details of all consultations and inputs with internal line departments, officials and councillors, as well as with all external parties, are recorded in a separate Stakeholder Engagement report. 4.4.2 The Physical Development Vision

Refer to Error! Reference source not found. 4.4 THE PRECINCT DETAILED DEVELOPMENT FRAMEWORK The vision for the Aero-Blaaupan Precinct Plan development is to transform the precinct from a low intensity and underdeveloped land area into a major 4.4.1 Introduction urban hub that includes airport related activities; with a focus on a well- developed, mixed-use and walkable urban environment, which is anchored The Detailed Precinct Development Framework is a consolidation and by a central open space and wetland system, with surrounding parkland and refinement of the development concept, underpinned by a series of urban recreational amenities. The precinct is to accommodate a diversity of structuring and guiding development principles. The detailed development activities, ranging from general business activities, office parks, techno framework provides the spatial structure and physical configuration that parks and high tech commercial estates, to high quality light industrial, guides public and private development decision-making in the precinct. logistics, warehousing and distribution uses. It includes the potential to establish hotel and conferencing activities, as well as new medium to higher It provides an additional level of detail as required by the CoE’s hierarchy of density residential neighbourhood developments. The vision: plans, including the specification of land use activities and associated development parameters. . Rehabilitates and enhances the pans and the existing natural environment as a continuous environmental system, restoring its The Aero-Blaaupan Precinct Detailed Development Framework thus biodiversity and ecological functioning, making it the central feature becomes the primary development coordination and urban management of the precinct; tool that is to direct all decision-making and resource allocation for public . Establishes a grid network of movement types that links with its and private development projects and land use management actions. It surroundings and provides access into and through the precinct; comprises the following components: . Promotes the development of mixed-use land use activities along Great North and Atlas roads, to form linear activity spines; . The physical development vision; . Enables the establishment of institutional (including tertiary . The movement system (streets and circulation), with the proposed education), high tech commercial, research and development, and street grid and street types; light industrial activities, which build on the Aerotropolis economy. . The public transport network; These are envisaged as green campus type estates and . The proposed natural open space system; sustainable business park developments positioned in a broad

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. 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 53: Physical Development Vision

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4.4.3 Movement Systems: Streets and Circulation this, the UN recommends a standard of 80–120 intersections per square kilometre.

4.4.3.1 A Street Grid Network The framework of roads is designed to be flexible and can stand alone as seen in Diagram 54 . The object has been to: Refer to Diagram 54: Movement and Circulation — Access Street Network . Consolidate the activity spines, Great North and Atlas Road, with Refer to Diagram 55: Movement and Circulation — Street Grid and Main supporting parallel local roads namely Van Wyk Road and Streets Savannah Road respectively;

Promote local roads that front onto wetlands and open space, as The movement system for the precinct comprises an extended street grid . this promotes safety through visual surveillance and management network that enables regional connectivity and local access. This grid is of these areas; designed to respond to the existing environmental system, the focus being on forging east-west linkages as the existing movement direction is . Create a high order grid that allows for flexibility of development. predominantly north-south along Atlas and Great North roads.

The outcome of the street grid network is a permeable movement system 4.4.3.2 Movement Potential that allows access into the precinct and public access to the open space and natural environment. Refer to Diagram 55: Movement and Circulation — Street Grid and Main Streets The grid network purposefully connects with the existing road network and proposes extensions eastward to link with proposed new regional routes. Refer to Diagram 56: Movement and Circulation — Street Grid and Main This establishes an integrated network, enabling east-west continuity and Streets (Option 2) movement, whilst simultaneously reinforcing north-south movement. The intention has been to add additional road connections and intersections Within the precinct, the proposed street network links to the existing local to enhance the grid, and to keep options open for future road connections, streets and proposes extensions of these to form a series of locally if and when required. In certain cases, more than one access point / road connected street networks. These are structured in a grid manner to connection has been proposed, and in time only one option may be pursued simultaneously meet vehicular and pedestrian requirements. or developed.

The characteristics of good patterns of urban street networks include a The existing local road connections within the precinct are limited due to the diverse set of urban street types, and the creation of a human-scale network large plot sizes of the agricultural landholdings and a local road network is with as dense as possible grid pattern of streets and intersections. supported to improve connectivity. The intention is to provide additional access points linking to a local road network, without which Great North and This type of street network is also a component in the UN Habitat’s five Atlas Road would be forced to carry this traffic: principles for sustainable neighbourhood planning. This requires that adequate space for streets is allocated and that an efficient street network . A full intersection near Mirabel street into Pomona Industrial and be established. This street network should occupy at least 30 per cent of the the proposed IDZ (Phase 2), would improve access into the land and at least 18 kilometres of street length per land area km². To achieve Bonaero Park, the industrial development in Pomona, consolidating

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along the R21, and giving direct access to Holding 303 and 304 heavy trucking and residential traffic, on condition that a road be put Pomona Estate AH (accessed by Mirabel Street). It is in place to give direct linkage to industrial sites. acknowledged that Holdings 303 and 304 have been rezoned, but no development has occurred yet. It is encouraged that the The PWV 15 serves as a barrier to local connectivity and it is therefore landholder keeps an option open for a future connection at this proposed that: 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 is 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 4.4.3.3 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 57: 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 . A managed access / road closure is recommended at Meta Avenue terminate at the ORTIA Cargo terminal. The K90 should therefore be and Van Wyk Road southwest of the precinct in order to separate designed to allow for access into Bonaero Park so that this can create

June 2018 110 GAPP Consortium Aero-Blaaupan Urban Design Precinct Plan development opportunity, as this area has been declining due to the 4.4.3.4.1 Main Road Network uncertainty of the expansion of ORTIA into this area. . The Main Street, or avenue (tree-lined street), which provides Parallel routes should also be supported east of Great North Road, to the access into and through the precinct, with many intersection east of the precinct, and west along Atlas Road, in Bonaero Park, so that spacings in order to provide access into local areas, enable they consolidate these mobility routes further. connectivity and continuity of movement;

An additional grid network should be planned for in Brentwood Park and . Activity Street, an avenue or boulevard with mixed-use activities Pomona AH, east of the precinct, to promote an integrated network and along its length, such as Great North and Atlas roads (these are improve the east-west and north-south connectivity, as currently there is a included in the identified main streets); limited local road network and the traffic is forced onto the mobility routes causing congestion. 4.4.3.4.2 Access Road Network These recommendations are beyond the borders of the precinct and will not be deliberated on. . High Street, a shorter, local street with mixed uses and active frontages, that serves the local neighbourhood (included as part of the secondary streets), that includes NMT components; 4.4.3.4 Street Types . Residential Street, lined with residential activities and includes traffic calming, and supports NMT; Refer to Diagram 55: Movement and Circulation — Street Grid and Main Streets (Favoured Option) . Access court or lane; shared space for parking and other uses.

The framework proposes the establishment of various street types, which The identified street types support the establishment of a diversified street are determined according to the envisaged urban function and associated functionality, enabling permeability of movement both for pedestrians and activities within the street environment and their adjacent land use activities. vehicles, balanced against differing land use activities within the overall grid The street is considered to have a multi-functional role and is not seen network. 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 4.4.3.5 Road Hierarchy buildings, activities, landscaping and open space that line the street (adapted from Urban Design Compendium, 2000). The proposed street Refer to Diagram 58: Movement and Circulation — Road Classification in types include a main and local access road network, which include different Terms of RAMS (2012) Guidelines street types, namely: The diagram gives an overview of the proposed road classification and hierarchy in terms of CoE’s high level road planning and RAMS guidelines. Further detail can be found in Annexure 1: Transportation and Traffic Plan.

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Diagram 54: Movement and Circulation — Access Street Network

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Diagram 55: Movement and Circulation — Street Grid and Main Streets (Favoured Option) Option 1 based on Gautrans Intersection Guidelines in terms of Coto 2012 / RAMS, with exceptions due to existing constraints

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Diagram 56: Movement and Circulation — Street Grid and Main Streets (Option 2) Option 2: based on Gautrans Intersection Guidelines in terms of Coto 2012 / RAMS

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Diagram 57: Movement and Circulation — Extensions Forging Connectivity

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Diagram 58: Movement and Circulation — Road Classification in Terms of RAMS (2012) Guidelines

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4.4.4 Movement Systems: Public Transport The proposed natural open space system is an important component of the development framework in providing socio-economic and environmental The proposed movement network of the Detailed Development Framework engineering functions. The former includes publicly accessible open space allows for the establishment of an integrated public transport system. for passive recreation and improved land values due to the uniqueness of the environment, and the latter regarding the management of flooding and The proposal is to establish bus routes along Great North Road and Atlas water run-off. Road, with bus stops at intervals of 400m to 600m. Generally, the public transport services along these routes would serve the entire precinct, providing access to public transport within an 800m distance or a 10-minute 4.4.6 Proposed Public Environment Network walk. It is envisaged that this system could either be provided through municipal bus services or the future Bus Rapid Transit system (BRT). The Refer to Diagram 60: Extended Pedestrian and Public Open Space Network proposal incorporates future BRT proposals as outlined by the city’s public transport policy. The proposed public environment network is integrated with the natural open space system. It includes: The two main routes should also include mini-bus taxi stops. . A continuous parkland system formed around and linking between the water bodies and along the wetland systems, providing active The Aerotropolis Master plan 2015 has a potential future Gautrain station and passive recreation; and link from the OR Tambo Mid terminal into this area. The Aero-Blaaupan A continuous pedestrian network within the parkland public open precinct plan recommends that this route follow the PWV 15 alignment as . space system. This includes pedestrian paths around all the pans the PWV 15 has a wide road reserve (100m). The available space is and along the wetlands, with links along the street grid into the sufficient to accommodate both the freeway and a mass public transit various local neighbourhoods and precincts; system such as the Gautrain. In this regard it is recommended that the future station is located at the interchange between the PWV 15 and Great North . The network includes pedestrian ways and sidewalks, local public Road. This links with the proposed bus and taxi public transport systems. squares, local pocket parks and play spaces that are spacious, tree- lined and well landscaped. It caters for a variety of users, including pedestrians and cyclists (non-motorised transport), and links with 4.4.5 Proposed Natural Open Space System local street sidewalks and with the public transport facilities.

Refer to Diagram 59: 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.

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Diagram 59: Consolidated Natural Open Space System

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Diagram 60: Extended Pedestrian and Public Open Space Network

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4.4.7 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 61: 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 approval of the Director be erected within a distance of 8 kilometres . Institutional and hospitality, encompassing a land-use mix of 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, 4.4.8 Overall Land Use Activities high-tech and research and development estates. This could include light manufacturing activities, subject to compatibility with Refer to Diagram 62: 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.

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Diagram 61: Noise Contours’ Impact on Land Use

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Diagram 62: Overall Land Use Activities

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4.4.9 Detailed Land Use Plan with Identified Sub-Precincts and Land such as a restaurant and information learning centre. These Use Budget proposals will be subject to a detailed study and master plan, which is to include a detailed environmental impact assessment to Refer to Diagram 63: Established Sub-Precincts determine development possibilities and establish a precise delineation of the wetland system and open space area; The detailed land use plan elaborates on key components within the various . Medium density residential development, ranging in typologies from land use categories: residential cluster, townhouse and row-housing, to three to four storey walk-up apartment blocks; . The proposed business activities are envisaged to comprise a . There are two publicly owned landholdings within the precinct. The mixed-use typology and compact urban development that could Gauteng IDZ phase 2 landholding should also be considered for include buildings up to a height of four storeys. The buildings are to business uses. The GDID landholdings, 10 – 13 Caro Nome AH, front on to the main street defining the street space, establishing an have environmental constraints and fall within the noise restrictions, active street interface. Parking is to be accommodated at the rear not allowing for residential development. A detailed environmental of the property and accessed through the secondary street network. assessment and feasibility is required to determine the This type of development typology allows for more intense land use development potential of the landholding; activities that are a characteristic urban form along activity spines; . The establishment of a mixed-use business node is proposed near . The proposed institutional and hospitality activities are more in the the PWV 15 off-ramp. However, light industrial uses would be form of office and business parks, estates and campuses. The permitted on these landholdings, subject to compatibility with the purpose of this development type is to respond to the natural natural and character of the surrounding area. environment within the precinct, establishing a complex of low-rise buildings set within landscaped grounds and park-like settings. The The precinct’s urban development structure formed by the street network, developments would incorporate natural open space features and open space system and land use activities establishes a series of sub- sustainable development responses, including green buildings and precincts. These are: green infrastructure; . The proposed light industrial activities are less intense than those . Sub-Precinct 1 (25.1 ha); envisaged along the activity spines. The envisaged typology Sub-Precinct 2 (107.19); includes business parks and industrial estates, within landscaped . grounds. These include low-impact light manufacturing activities . Sub-Precinct 3 (60.44); that are compatible with the envisaged land uses; . Sub-Precinct 4 (16.82); . The central open space with its pans and wetlands, natural open . Sub-Precinct 5 (219.62); space and parklands, forms the central feature within the precinct. . Sub-Precinct 6 (33.44); This is to form a regional park and biodiversity system, with passive recreation and leisure activities, including walkways, cycle-ways, . Sub-Precinct 7 (46.00). picnic areas and parks with play areas. The natural open space system is incorporated into this, improving biodiversity and promoting conservation. This allows for low-impact activities including bird-watching, eco-trails and nature walks. Where appropriate limited educational and retail activities will be permitted,

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Diagram 63: Established Sub-Precincts

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Table 6: Land Use Budget — Total Precinct The total land use extracted from the Land Use Plan budget yields: SUB-PRECINCT: PRECINCT TOTAL AREA (ha): 673.97 . A total potential floor area for mixed-use business, institutional and AERO-BLAAUPAN PP LAND USE BUDGET Land Non-Res Non-Res Res. Res. hospitality, and light industrial, of approximately 1,395,000m²; with Dwellings Average Area FAR Floor Area Floor FAR existing 260,000 m² (19%) and proposed 1,135,000 m² (81%); % ha ratio m² du m² ratio . A total potential of 3,127 residential units. Existing are 1,481 (47%) LAND USE and proposed additional are 1,646 (53%); Overall Road Network 23.08 3.4% . The total potential combined floor area of the envisaged detailed PWV Road Reserve 33.28 4.9% development framework is approximately 1.71 million m². POS, Parks & Recreational Space 121.41 18.0% Refer to Table 7: Land Use Budget — Summary, Population and Density EXISTING LAND USE

It is estimated that the proposed development will accommodate a total Business 9.88 0.25 24,700 1.5% residential population (existing and new) of approximately 9,400 people, Low Density Residential 39.75 338 74,426 0.19 5.9% assuming an average household size of three persons. Medium Density Residential 29.70 1,143 137,184 0.46 4.4% The new medium to higher density residential developments achieve a nett residential unit density of approximately 70 units per hectare (u/ha). Overall Light Industrial 59.52 0.40 235,320 8.8% nett residential unit density is approximately 37 u/ha, which includes the PROPOSED LAND USE existing residential. The nett population density is approximately 152 persons per hectare. Precinct Street Network (Transport) 40.79 6.1%

POS, Parks & Recreational Space 64.90 9.6% The land use budget yield and resultant population estimates form the basis for establishing the required social facilities. 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

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Table 7: Land Use Budget — Summary, Population and Density 4.4.10 Social Facilities and Educational Facilities

Existing & Existing & The social facilities that are required to be provided for by the precinct plan, LAND USE SUMMARY: % land area proposed proposed have been estimated according to the standards specified in the CoE Land area Floor Area MSDF. This is elaborated on in the following section, refer to 5.7 Community Facilities Plan Movement & Transport: 14.4% 97.15

Central POS, Waterbodies, 27.6% 186.31 The Development Framework proposes very few new households because Parks & Recreation: the noise contour constraints, hence not many educational facilities are Community Facility: 1.1% 7.57 37,850 proposed. Refer to the following section for more detail.

Business: 9.5% 64 348,940

Office Parks, Social 4.4.11 Open Space and Parks 10.5% 72 322,065 facilities and Hospitality Industrial 25.5% 172 686,600 The Detailed Development Framework provides twice the space that is required by the standards for parks and sport facilities. These are

Residential: 11.1% 75.11 incorporated into the extensive open space system and public environment Total: 100% 673.97 1,395,455 network that has been established. This includes the central open space system, with its adjoining parklands, sport and recreation spaces, and pedestrian network. RESIDENTIAL DWELLING Nett DENSITY AND ESTIMATED Units Density: POPULATION: du/ha Total No. of Residential 3,127 24 Units: Existing Residential Low & 1,482 21 Medium Density: New Medium Density 1,645 43 Residential: Population @ 3 p/hh: 9,380 persons Nett Population Density: 87 p/ha

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4.4.12 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 64: 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;

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Diagram 64: Spatial Development Outcome — Perspective

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5 KEY PLANS: DETAILED DEVELOPMENT FRAMEWORK . Developable bulk in m2 per land use;

. Site boundaries;

5.1 INTRODUCTION . Land use activities with a range of potential zonings; . Number and size of potential residential units; The aim of Key Plans for the precinct is to elaborate on the proposals as . Height restrictions, coverage and floor area ratios (FAR); and outlined in the Detailed Development Framework. This is achieved by the preparation of detailed development plans for the precinct, and in some . Parking ratios. cases the sub-precincts that are identified within the Aero-Blaaupan Precinct are elaborated on. Each of the plans are elaborated upon in greater detail. These include the inputs and specifications from the relevant specialist within the professional The Detailed plans and Development Framework includes the formulation team, including traffic and transportation, environmental (including wetland of supporting engineering services infrastructure plans, including roads and and biodiversity constraints), engineering and socio-economic aspects. transportation, water, stormwater, electricity, sewer and solid waste. These outline the required infrastructure improvements, changes or additions / expansions that are required to support proposed development and future 5.3 INTEGRATED MOVEMENT AND PUBLIC TRANSPORT PLAN growth, with due regard for existing engineering services capacity and infrastructure master plans and strategies. This section provides the overview of the proposed Integrated Movement and Public Transport Plan for the Aero-Blaaupan Precinct. This includes a review of the existing and proposed network and modes of public 5.2 PURPOSE transportation (minibus-taxi, bus and BRT), the existing traffic patterns, the current road network and future road upgrade initiatives. The detailed The purpose of the Key Detailed Plans is to describe and specify the proposals, including the street network and street hierarchy, street profiles, development proposals at the next level of detail, which is at the more traffic calming, public transport and non-motorised transport plans, with resultant recommendations, are outlined in Annexure 1: Transportation and localised level of sub-precincts and identified key focus areas. Traffic Plan.

The detailed plans series of overlaid development plans, including:

5.3.1 Integrated Movement and Street Grid Plan . Transportation and Public Transport Plan; . Environmental Development Plan; The plan establishes the following street network and route hierarchy, the . Land Use Plan; principal of the precinct plan is to provide access and a network of roads, and thus the exact alignment of this road network would need to be designed Public Realm and Social Facilities Plan; . with the affected landowners and the appropriate Transport Authority: . Infrastructure Services Plan; . Economic Development Plan; . The incorporation of the PWV 15 freeway proposal as per Gautrans . Supporting land use management controls and development policy directive, with freeway interchanges on Great North and K86 parameters are also specified; (as per available information). Included are freeway crossings

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(underpasses or bridges) to ensure that the PWV 15 does not become a physical north-south development barrier; . The regional road network, encompasses existing Atlas and Great North Roads and incorporates the proposed K86 east-west route, which forms the southern boundary of the precinct. Atlas and Great North converge at the R21 freeway interchange, forming the northern boundary of the precinct; . The existing main roads and proposed main road network extensions, forming a connected and interlinked network. These include the extension of Stanley Road and Louisa Road in a westerly direction to link up with Geldenhuys Street and Silver Wings Boulevard main roads respectively, forming east-west cross- linkages through the precinct. The internal main road system includes the upgrading of Road No.5 and Marignane Avenue. This network permeates the precinct, enabling access to all areas, and provides cross-linkages, establishing east-west through-movement and overall connectivity; . The local street network is reinforced through the proposal of a series of street additions which improve connectivity and permeability; . Improved access into the precinct is proposed through the establishment of additional intersections along Great North and Atlas roads; . The proposed movement network includes a hierarchy of road classification. The associated road typology includes the determination of road reserves and level of function.

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Diagram 65: Integrated Movement and Street-Grid Plan

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5.3.2 Road Network Options

Options for road alternatives include the PW15 alignment as we well as the road network located in Brentwood Park AH.

5.3.2.1 PWV 15 alignment

It should be noted that the PWV15 road centreline (CL) alignment and interchanges has not been finalised by Gauteng Roads and Transport (March 2018) and that GDRT is in process of appointing consultants to finalise the detail design.

The potential impact of the detail design of the PWV 15 on the precinct is as follow:

1. The PWV 15 centreline (CL) could move slightly to the east or west within a 200m corridor to minimize the impact on the wetland. This could impact on the precinct area, size of the erven and Diagram 66: PWV15 Potential Alignments position of roads and intersections; 2. This could also impact on the spacing between intersections; 3. The interchange layouts of the PWV15 with Great North Road and K86 has not been finalised.

It would be very difficult to change the alignment of the PWV 15 due to the existing development in the area, as well as the requirement for expropriation. Hence the precinct plan has worked with the current alignment.

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Intersection and access options explored at the intersection of Alternative options on how access to properties were explored as part of the proposed PWV 15 and Ascalona Street intersection precinct process and have been included for consideration.

The position of the existing intersection at Great North/Ascalona street is These access options would need to be explored further when the PWV 15 too close to the proposed PWV15 offramp and will be closed once the is designed. It would be recommended that CoE Roads and Stormwater, PWV15 / Great North intersection is constructed. The closure of this and City Planning be involved in this process, and it would also require buy- intersection would prevent access to existing developments and an in from interested and affected stakeholders. alternative access will have to be provided when planning the PWV15.

Diagram 67: Alternative approaches to access from Ascalona Street when the PWV 15 is built

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5.3.2.2 Brentwood Park AH Option B: Internal Access Road

A range of street network options has been considered for the Brentwood The proposed road alignment is located away from the wetland, forming a Park AH area, which encompasses the proposed light industrial land use more direct internal north-south road link. This is achieved either by activities (refer to sub-precinct 5), located between Great North Road (K119) bypassing the quarry on its western side or, in certain instances, by and the PWV 15 freeway reserve. The various street network proposals undertaking the redevelopment of the quarry site to allow for a cross linkage. specifically relate to the establishment of a frontage road along the wetland system, closing the street network and delineating the wetland. This road The benefits of this option include: proposal would add value, establish the block sizes and resultant property sizes, which in turn would direct the possible type of light industrial . Strengthening of the road network and pedestrian access while the development. A range of options is presented to outline the possible additional road would accommodate the anticipated traffic outcomes of establishing the frontage road. It is envisaged that this road generated in the area; should be developed over time. Each option is discussed in greater detail. . Allowing for a variety of property sizes that are commensurate with industrial development in the surrounding areas. Option A: Wetland Frontage Road The limitations of this option include:

The road proposal is to establish a frontage road along the wetland system which also functions as a frontage road to the PWV15. This would create an . The proposed road alignment would limit access to the open space integrated road network, forming a grid within a loop system, with access to system, and would prevent the possibility of establishing a Great North Road, High Road, and linkages across the wetland. stormwater and attenuation system integrated with the open space system; The benefits of this option include: . Limits direct pedestrian access; . Establishes a private edge with the open space system. . Strengthening of the road network and pedestrian access while the additional road would accommodate the anticipated traffic generated in the area; Option C: Property Consolidation . Encouraging development / driveways to face onto the open space to promote visual surveillance for safety; The road proposal responds to the consolidation of a number of properties . Serving as a frontage road to the PWV 15; into very large development parcels, to allow for business park or campus type developments. This prevents the establishment of a direct internal . Allowing for a variety of property sizes that are commensurate with north-south road link. The focus of the road network is on providing local industrial development in the surrounding areas; access with increased east-west linkages. These allow for: . Stormwater management and attenuation are an issue in this area and the road could improve access to manage a possible integrated . Connection to the open space system to provide for pedestrian attenuation system; access; . Ensuring ease of access to the public open space to allow for . Easy access to the park and for maintenance of the wetland and management of the park and open space system. stormwater attenuation;

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. Establishing of north-south linkages along the wetland and open space buffer. This enables the retrofitting of the desired high order road grid system. This may be required if the existing roads become congested and parallel roads are required to carry the traffic.

The options presented are informed by different land development scenarios. It is proposed that a more detailed study be undertaken through a public-private collaboration with the existing property owners / developers and the CoE Roads and Stormwater department to explore these configurations in greater detail. The purpose of this would be to finalise a detailed road master-plan for the sub-precinct. This would specify the final 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.

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Diagram 68: Option A — Wetland Frontage Road and Subdivision Options

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Diagram 69: Option B — Internal Access Road

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Diagram 70: Option C — Property Consolidation

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5.3.3 Public Transport Plan and no definite site has been identified or included in Gautrain or CoE planning; Refer to Diagram 71: Public Transport Plan . The precinct plan also proposes a mass transit route (bus or rail) be aligned within the PWV 15, which should also be considered in . The public transport plan focuses on the development of services the planning of the PWV 15. and facilities along the existing regional routes, Atlas and Great North roads. These routes are accessible within a 10-minute walking distance from the centre of the precinct. It reinforces the 5.3.4 Non-motorised Transport existing services and proposes the extension thereof along Atlas Road, to improve accessibility; Refer to Diagram 72: Proposed NMT Network . Public transport stops are proposed at relevant intervals along the regional routes to ensure that the entire precinct is accessible within A series of new pedestrian linkages and NMT routes are proposed within a 10-minute walking distance to public transport (i.e. a maximum the Aero-Blaaupan Precinct Plan, comprising of pedestrian walkways, 800m walking distance); sidewalks and cycle ways. The establishment of a non-motorised transport friendly urban environment, in support of pedestrians and cyclists, is a key The proposed public transport modes include mini-bus taxi, bus and . component of the precinct plan. The following principles are recommended future BRT. The services include: for implementation to create a suitable NMT environment:  Improvement of the existing minibus taxi services through additional and improved stops and / or lay-byes. This is . Provide public transport lay-byes along the regional movement subject to negotiations and establishment of a partnership routes; with the CoE Department of Transport and precinct Taxi Associations; . Wide footpaths (2.5m width recommended & 1.5m width minimum) and cycle paths (2.5m width recommended) must be provided Improving bus services with bus-stop facilities along the  along development frontages; regional routes; . Allowance to be made for elevated pedestrian walkways to The incorporation of the future BRT network along the  separate vehicles and pedestrians and the establishment of regional routes (Atlas Road, Great North Road and K 86) appropriately designed pedestrian crossings; and the location of proposed BRT stops (as per CoE MSDF, 2015). . Internal layout design to make provision for pedestrians and cyclists as per DOT standards; . The public transport proposals encompass interventions that improve on expanding existing services and their extension to . Establishment of pedestrian bridges as required by the plan; and include Atlas Road and along the future K 86. The envisaged BRT . Non-motorised access points to be separated from the main vehicle is a long-term proposal in the CoE BRT rollout plans; access points. . In the long-term, the precinct plan identifies a potential transport hub (Gautrain, BRT, bus and minibus taxi) along Great North Road. In this regard the following pedestrian and cycle infrastructure is to be This potential Gautrain Station has been identified in the developed: Aerotropolis Study to link OR Tambo, the Aerotropolis and the Boksburg/Benoni area with Tshwane. This is a long-term proposal . Pedestrian sidewalks are recommended to link the area to the public transport routes (Atlas Road and Great North Road) along

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the main internal street network. Space should be reserved for future cycle paths along Great North Road and Atlas Road. This is not necessarily supported by the roads agencies, however there is a lot of foot traffic along these roads and this must be planned for according; . Cycle lanes on both sides, grade separated and a minimum of 1.5m wide. A cycle lane along Road 3/Bridge over the PWV 15 to link Atlas and Great North is proposed. Cyclists are allowed to travel within mixed traffic lanes along all the Class 4, 5 roads; . Pedestrian crossings (at least 2m wide) are proposed at all the intersections along the Class 2 and 3 roads (Atlas and Great North Road, and K86), designed in compliance with universal access guidelines (pedestrian phase, pedestrian ramp, tactile paving etc.). Pedestrian crossings are also proposed along Road 3/ Louisa Street should the bridge over the PWV 15 be constructed; . Pedestrian pathway crossings over the wetland in the centre and over the PWV15; . Required pedestrian bridges over the PWV15, to be at least 3m wide to allow for both pedestrian and cycling.

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Diagram 71: Public Transport Plan with 5-minute walking distances

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Diagram 72: Proposed NMT Network

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5.3.5 Transport Plan Recommendations Key NMT projects within the study area include:

Refer to Diagram 73: Consolidated Transport Plan . Provision of NMT facilities along Great North and Atlas Road with consideration of pedestrians at busy road intersections; The following transport projects are recommended for the precinct, based Provision of NMT facilities along the internal road network within the on planned transport and roads projects as well as new projects arising from . precinct; the transport plan of the Aero-Blaaupan Precinct Plan. . Provision of pedestrian linkages across the wetlands;

5.3.5.1 Key Transport and Roads Projects / Priorities (sequencing) Public transport:

Key road projects within the study area include: . Provision of bus and minibus taxi lay-byes at intersections along Atlas Road and Great North Road (downstream of each . Provision of parallel road network to Great North Road and Atlas intersection, allowing for at least 2 buses or 6 taxis, with pedestrian Road to act as activity streets and provide access to the precinct; shelters and sidewalks); . Optimise traffic signal settings along the mobility corridors; . Investigate feasibility to accommodate mass public transit system within the PWV 15 road reserve. . Resolve access to Ascalona Street once the PWV 15 interchange

with Great North Road has been constructed;

. Provision of marginal or partial intersections along Great North 5.3.5.2 Legislation Procedures Road and Atlas Road to improve accessibility to the study area, where merit is found; The proposed road network, intersections and upgrades require approval . Linking of Road 3 over the wetlands area to tie in with Louisa Road. by Gautent Department of Roads and Transport, CoE Roads and . Road widening and upgrading of Road 5, and phased upgrading of Stormwater and the Transport Department. The finalisation of the PWV 15 existing untarred roads. alignment and interchanges by Gautrans (planned for 2018/19 financial year) and Ascalona Street proposals to be included; with the consideration A revised plan for K119 is required as part of the preparation of the . of a public transport along this route. The core issues that will guide this Development of the PWV 15, as the introduction of the PWV15 will master plan as identified from the various Acts and Policies includes the affect access into the Precinct. promotion of: . With development of the Sky Mall and the IDZ, Intersections on Elgin Street with Atlas Road Great North will result in an increase in . Public transport; pedestrian movement, this would require carefully considered pedestrian crossings, which should be considered as part of these . Non-motorised transport; developments. . Green transport; . Supporting the Aerotropolis.

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5.3.5.3 Further detailed traffic studies and investigations required . Mixed-use development, generating 24-hour ridership, with places to work, live, learn and relax; Further studies, after the completion of the precinct plan, will include the Development close to and well-served by public transport, within a preparation of a roads master plan and transport model of the area, . 5-10 minute walk of a bus or rail station; including traffic counts to test the road hierarchy, intersection, optimise traffic signal settings etc. The transport assessment should typically include . Development conducive to the use of public transport; measures to maximise pedestrian access to and through the site. . Pedestrian and cycle-friendly environs, with traffic calming, convenient walkways, cycle paths, with bicycle parking & storage; . Public transport stops to be spaced in a manner that enables 5.3.5.4 Risks accessibility within a 5-minute to 10-minute walk and located at intersections with NMT links; The envisaged expansion of the ORTIA precinct will, through CAA height- and noise restrictions, limit permissible land use activities, impacting on . Ensure a high level of access to destinations in the Aero-Blaaupan traffic generation within the wider region. Precinct, including a balance between public and private transport that responds to the socio-economic profile of residents and The PWV 15 road centreline (CL) alignment and interchanges have not travellers to the development (and defines Transit Oriented been finalised by Gautrans (March 2018). The impact of the future Development). This must also include appropriate supply of finalisation and detail design of the PWV 15 will have to be assessed and parking; incorporated into the roads master plan of the precinct. . Design infrastructure to minimise land requirements (roads, parking and public transport) using it as efficiently as possible, while enabling land-uses to operate efficiently; 5.3.6 Transportation Design Principles . Design for adaptability in response to future development within Aero-Blaaupan Precinct and restructuring of the public transport Great places offer a multitude of ways to get around. The best response to system (including mass-transit public transport, such as Gautrain congestion that outpaces capacity expansion is to offer residents and extensions and associated road-based extensions); workers the option to walk, bike or use public transport to reach their Provide links between the internal network and the external grid. destinations. Providing viable transport alternatives is about balancing the . Establish an effective road hierarchy and connectivity to distribute needs of vehicle movement with the needs of other modes. Streets (or traffic well on approaches to the Aero Blaaupan Precinct; “complete streets”) play a central role in a multi-modal system and are not merely dedicated cars. The extent to which a street is multi-modal depends . Establish high level of pedestrian and cyclist permeability on its location, related land uses and function within the larger transport throughout Aero-Blaaupan Precinct in order to minimise reliance on system; some give prominence to cars and movement of goods, others motorised travel for internal trips; focus on public transport and pedestrians. The final outcome is a street . Encourage an efficient use of the transport system (internally and system that serves all its users well. This is reflected in the consolidated externally) in order to optimise the benefits of infrastructure street network and multi-modal movement system plan of the Aero- investment and to alleviate traffic congestion; Blaaupan Precinct plan. It is informed by the following transport principles: . Support viable public transport services with appropriate spatial planning and structuring of routes.

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Diagram 73: Consolidated Transport Plan

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5.4 Environmental Development Plan of land to the north-east of the pan. Although hard barriers in the form of roads and fences bisect these linkages off the site, they are nonetheless important linkages between the open/ natural areas on the site and 5.4.1 Natural Environment and Systems surrounding natural areas that allow for movement of biota and maintenance of ecological processes, albeit in a slightly modified / impaired manner. Both Refer to Diagram 74: Environmental Development Plan — Central Spine of these linkages are comprised of natural areas/ parkland surrounding Regional Park and Natural Open Space wetlands/ watercourses and are thus unlikely to be developed and are likely to be maintained. However, the internal linkages within the site are The Aero-Blaaupan Precinct is characterised by areas of natural habitat potentially threatened by development. primarily in the form of wetland habitat and areas of natural vegetation that surround these wetlands. In spite of the high degree of urbanisation and The proposed PWV 15road development constitutes a threat to the future associated transformation of the site and wider area, significant areas of maintenance of ecological and open space linkages on the precinct site, as natural habitat still exist on the site. These natural areas are significant as in its current alignment it would run longitudinally through the main valley explained elsewhere in this report, but in short due to the degree of bottom wetland in the southern part of the site and would result in the transformation of wetlands in a Gauteng context and the degree of loss of transformation of large areas of wetland habitat and would significantly alter the (grassland biome) terrestrial ecosystem that occurs on the site. the hydrology of the wetland, as well as disrupting ecological linkages on Importantly these residual natural areas in a site context are largely un- the site. The future planning of this route is addressed below.. fragmented. One of the most significant impacts of ecological transformation associated with urbanisation is the fragmentation of natural habitat and the loss of ecological linkages between core natural areas/ parcels of land. This 5.4.2 Key Environmental Components process of fragmentation lowers the ecological importance of residual areas of natural habitat in a number of ways, such as the restriction of movement Refer to Diagram 74: Environmental Development Plan — Central Spine of biota and the isolation of populations, thus reducing their viability. In the Regional Park and Natural Open Space context of the safeguarding of the ecological value of the site, the retention of the ecological linkages within, and from the site to other natural areas is The proposed open space system for the precinct largely corresponds with very important. the system of Critical Biodiversity Areas (CBAs) and Ecological Support Areas (ESAs) for the site. The development and formal consolidation of the Accordingly, the presence of existing ecological linkages on, and outside of open area space on the site corresponds with the presence of CBAs, the site was examined as part of the environmental status quo assessment. especially related to the presence of freshwater features wetlands on the The closest areas of open, largely undeveloped land to the precinct site are site. Without a formalised system to protect and manage the open spaces located to the west within the OR Tambo International Airport, and to the on site, these would be at risk of being degraded through: south in the parkland surrounding the Homestead Lake. Importantly the Precinct Site is linked to these open undeveloped areas by open pieces of (a) the presence of vagrants; land – to the open land within the Airport by a narrow strip of land (b) illegal dumping activities; and surrounding a drainage line that links the airport and Blaaupan, and via a (c) the proliferation of alien invasive plant proliferation. narrow strip of parkland surrounding the southern extension of the wetland that drains the southern part of the Precinct Site and which flows into the Nonetheless the development of the surrounds of the wetlands and open Homestead Lake. A third ecological linkage exists between the pan to the spaces needs to be undertaken with the application of principles of south of the site at Clearwater Estate and the site via an undeveloped piece sustainable development, especially with respect to stormwater

June 2018 146 GAPP Consortium Aero-Blaaupan Urban Design Precinct Plan management in order to not cause indirect impacts on the natural features It is recommended that an ecological assessment of the state of the residual on the site. areas of natural grassland vegetation that form part of the proposed open space system on the site be undertaken to determine the location of areas In order to safeguard the integrity of the natural features and open spaces of primary and secondary grassland. Areas of primary grassland with a high on the site, a formalised system for the management of these areas needs floral diversity should be prioritised for protection and preservation, to be developed and implemented. Land ownership is important in this especially where these parcels form an ecotone with the various wetlands context, as the open spaces to be retained on the site must either be on the site. The grassland areas that are located to the west of the valley purchased by the CoE and managed as one consolidated unit, or formal bottom wetland in the south-western part of the precinct site that contain a agreements with external landowners of open spaces must be entered into number of wetland seepage compartments that take the form of patches of and enforced. Such conditions relating to environmental management must moist/ mesic grassland would appear to be the parts of the open space be included in the relevant environmental authorisations and as part of the system that are most suitable for such preservation and protection. The planning permissions for such developments. protection of these patches of intact grassland should ideally be formalised with the fencing off of these areas. In this context it is recognised that in order to safeguard and retain environmental linkages between residual areas of natural (freshwater) In order to ensure the long-term viability of these parts of the open space habitat on the site, such linkages may need to form part of privately-owned system, low impact, ‘light footprint’ activities should be developed in these new developments, through which these residual green spaces are areas. These include activities such as nature trails within the grassland managed. areas combined with raised wooden boardwalks and bird hides at suitable localities within the wetlands. Such infrastructure could be combined with The detailed development framework for the precinct outlines an open interpretive and educational material placed along the paths espousing the space system that is largely based on of a series of interlinked natural value and threat status of grasslands and wetlands within Ekurhuleni. surface water bodies (pan-depressions wetlands and valley bottom Formal alien invasive vegetation and fire management plans must be wetlands). This open space system needs to be formalised through zoning developed and implemented for these parcels of land comprising residual of land as open space or conservation where the zoning of such land is natural vegetation and they must be carefully monitored for the presence of currently for a different purpose. vagrants/ criminal activity.

No wetland areas on the site are proposed to be developed, and wetlands 5.4.3 Environmental Proposals and Interventions should be protected as per the stipulations of the National Water Act (Act 36 of 1998) (as amended) and the National Environmental Management Act Refer to Diagram 74: Environmental Development Plan — Central Spine (NEMA) (Act 107 of 1998) (as amended). It is recommended that wetlands Regional Park and Natural Open Space and the natural buffer zones surrounding them be formally protected as part of a wider protected area network on the site (that incorporates the existing It is recommended that this open space system comprise a number of Blaaupan Wetland). different types of open spaces. It is important from an ecological perspective that a portion of terrestrial natural grassland on the site be retained and left It is recommended that the main valley bottom wetland be investigated as undisturbed (albeit managed to prevent alien invasive vegetation part of a wetland state assessment, to determine the threats acting on the encroachment). wetland and to determine the rehabilitation actions that need to be implemented in this wetland. A number of physical threats such as bunds are present in this wetland; the bunds prevent the lateral distribution of flood

June 2018 147 GAPP Consortium Aero-Blaaupan Urban Design Precinct Plan waters from the wetland channel, and these should be removed as part of mowing and accordingly the development of infrastructure associated with the rehabilitation of this wetland. formal parkland that will not degrade or further transform this area but will enhance the usage and social value of the wetland within the community. The valley bottom wetland has been degraded by the presence of the Playground facilities, parking facilities, and other infrastructure, for example quarry, with wetland habitat being very likely to have been lost due to the a boathouse for the use of rowing/ pedal boating facilities can be developed, stockpiling of excavated material from the quarry. Under ideal provided that stormwater is carefully managed and all parking facilities are circumstances the wetland habitat should be reclaimed as part of the permeable. The planting of indigenous tree species, especially those rehabilitation of the quarry. However, the quarry has been earmarked for species indigenous to the Highveld around the pan to improve its aesthetics development of one of the sub-precinct development components. While is acceptable. the redevelopment of the quarry as part of the precinct is supported as it is completely environmentally transformed, it is important to ensure that the Such parkland development of the open space fringes of the northern-most wetland is not further or equally impacted by the new development on the pan on the site are also recommended to improve the aesthetics and social quarry site. As such it is important that stormwater drainage not be value of this piece of open space on the precinct, provided that the discharged directly into the wetland from the redeveloped quarry area, development does not encroach into the wetland habitat. Parkland facilities rather soft engineering attenuation features such as swales or reedbeds be with a low footprint such as playgrounds are recommended. placed at the current edge of the wetland to ensure diffuse stormwater discharge into the wetland, as part of the recommended re-establishment of Although offering less ecological value than residual natural grassland the a buffer area on the eastern boundary of the wetland. These attenuation use of green corridors within developments are likely to be an important features will serve as a buffer to the wetland from the new development and component of the ecological linkages on the site. Such green corridors can hard surfaces and can be used as part of the landscaping of the new be landscaped as water features planted with indigenous vegetation, but the development. It is recommended that the swales (a shallow troughlike movement of small terrestrial fauna that is still likely to inhabit the site should depression that carries water mainly during rainstorms) be developed on the be facilitated by the design of perimeter fences with gaps/ openings to allow western edge of the new development within a 30m - 50m wide strip to movement of such fauna. address stormwater drainage and protect natural features of the environment.

Other parts of the open space system that are less pristine (not identified as CBAs or ESAs) can be utilised for alternative land uses that are compatible with an open space system, including formal parkland that can provide important social services, such as the opportunity to provide recreation to the surrounding community in the form of playgrounds, picnic/ braai facilities, etc. in the community. Certain of the current residual open areas located to the south of the quarry and east of the wetland are ideal for the creation of formal parkland that will be associated with new development on the former quarry site.

The surrounds of Blaaupan are another part of the open space system which are suitable for formalised parkland development. The natural grassland vegetation appears to be transformed by activities such as regular

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Diagram 74: Environmental Development Plan — Central Spine Regional Park and Natural Open Space

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5.4.4 Environmental Recommendations valley bottom wetland and the Blaaupan wetland. This is not ideal from an ecological linkage perspective but is not a fatal flaw as long A number of wetland (surface water) related considerations must be taken as the design of this road takes into account the need to allow for into account in the development of the development framework for the drainage that appears to flow from Blaaupan down into the main Precinct: valley bottom wetland, and provided it incorporates culverts that will allow for small mammal movement under the road. . The alignment of the proposed PWV 15 road entails that the primary . Where new roads are planned in the vicinity of any wetlands, in valley bottom wetland system through which this road is proposed particular the valley bottom wetland (e.g. linkage roads planned to be aligned (the road is aligned longitudinally through the wetland along the western side of the quarry) the environmentally in the direction of flow and not perpendicularly across it) could be sustainable planning of stormwater discharge from the road must significantly adversely affected by the road through the loss of be incorporated into the design of these roads. No direct stormwater wetland habitat and the alteration of hydrology (through discharge into the wetland must be allowed, and the use of ‘soft’ canalisation, etc.). It is recommended that consideration be given engineering features such as swales for attenuation features, in line to the realignment of this road to the east of the wetland to avoid with the principles of Sustainable Urban Drainage (SUDS) must be such impacts from materialising and this be accommodated in the implemented. In the case of the proposed road on the western side planning of the precinct in order to minimise the potential impact of of the re-developed quarry area, it is strongly recommended that this road on the ecology of the wetland and on the wider site, if the road be shifted east of the stormwater attenuation area (re- developed at a future point. This alternative has been considered established buffer area) so that it is not located in direct proximity in the Traffic and Transport Plan, discussed in the previous section. to the eastern edge of the wetland. This would also allow . A number of linkage accesses that cross the PWV 15 road are stormwater off the road to be managed to prevent its discharge from proposed in the Development Framework. The concept of linkages negatively affecting the integrity of the wetland. This is further between the eastern and western segments of the precinct site is elaborated on in the Stormwater section. supported, but these must take the presence of the wetland, and . The management of stormwater is of concern in the precinct. In potential impacts on the wetland into consideration. Should a road general, the idea of one centralised facility for the entire site is not (vehicle) access be required, it is recommended that this access supported, but centralised stormwater facilities for parts of the site across the central valley bottom wetland be located as far north of could work. What needs to be avoided is one-point source Brentwood Park Road as possible, in order to cross the valley discharge of al stormwater into the local drainage system. Ideally bottom wetland at its narrowest point. Crossing the wetland to the stormwater needs to be locally controlled through soft engineering. north (closer to the church complex) will also avoid the large These need space, so such features par development is better than seepage wetlands located to the west of the valley bottom wetland channelling all stormwater into one facility. Stormwater needs to be in the southern part of the site. controlled so that it does not create unmanageable spate flows in . The proposed internal link road located to the north of the middle receiving wetlands that cause significant hydrological and pan near the large church compound and parking area should avoid morphological changes to these systems. Centralised systems the remaining buffer area on the northern side of this wetland; there would be acceptable if they can avoid these and moderate the are some existing roads that have been laid out in this area and the discharge of stormwater into these systems, as well as new link road should be aligned on these existing roads, and not in incorporating localised infiltration of stormwater into the ground. the small area between these roads and the pan. The eastern extension of this road bisects the open space between the main

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. The CoE’s Key Water Bodies Action Plan (Feasibility Master Plan inundated pan). While this may be environmentally acceptable, of Ekurhuleni’s Water Bodies) (CoE, 2016) for certain of the key such a decision would need to be subject to the undertaking of a wetlands on the Municipal area that has considered one of the detailed assessment of the impact of the change in hydrology on wetlands in the precinct – Blaaupan – must be taken into the hydro-ecological integrity and functionality of this wetland, and consideration in the development framework. This document’s to determine whether such an alteration would permanently alter recommendation for the pan is to rehabilitate the open space the pan’s state and related recommended management objectives. around the pan and to fully manage and utilise the park. This does Such an alteration in hydrology is likely to require authorisation not imply fencing off the wetlands, as these are currently utilised by under the National Water Act (Act 36 of 1998) (as amended) in the community for fishing and picnicking, but that the recreational terms the Section 21 Water Uses as specified in the Act. area around the pan needs to be formalised. It is currently informal and much more value to the community would accrue as a result if The outcomes of these proposals is the establishment of a longitudinal and it were developed and formalised. interlinked natural open space system along the centre of the precinct. This consists of series of interlinked natural surface water bodies (pan- Due to the social importance of the parkland around the pan as an . depressions wetlands and valley bottom wetlands), and includes formal open space with current and future potential recreational value and parklands and associated activities, in particular at the Blaaupan. The latter considering the transformation of this area from a natural state (e.g. is in alignment with the CoE’s Key Water Bodies Action Plan (Feasibility through regular mowing of grassy areas), it is recommended that Master Plan of Ekurhuleni’s Water Bodies) (CoE, 2016) for Blaaupan, which the public open space around the pan be retained and formalised recommends rehabilitating the open space around the pan and to fully through the development of improved recreational facilities. This manage and utilise the park. This does not imply fencing off the wetlands, open space around the pan is very important and its improvement/ as these are currently utilised by the community for fishing and picnicking, formalisation would enhance the functionality of this wetland in a but that the recreational area around the pan needs to be developed and socio-economical context and would thus be implemented as part formalised, adding value to the community. of the Precinct Development Framework. . Furthermore, it is recommended that an ecological assessment of the state of the residual areas of natural grassland vegetation that form part of the proposed open space system on the site be undertaken to determine the location of areas of primary and secondary grassland. Areas of primary grassland with a high floral diversity should be prioritised for protection and preservation, especially where these parcels form an ecotone with the various wetlands on the site. The grassland areas that are located to the west of the valley bottom wetland in the south-western part of the precinct site that contain a number of wetland seepage compartments that take the form of patches of moist/ mesic grassland would appear to be the parts of the open space system that are most suitable for such preservation and protection. . Lastly, a suggestion has been made to alter the hydrology of the southern-most pan wetland in the Precinct Area to be permanently inundated (i.e. to make it a ‘wet’ pan rather than a seasonally

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5.5 Land Use Plan Overall the proposed land use activities yield the following development:

Refer to Diagram 75: Land Use Plan Table 8: Summary Land Use Budget

Refer to Table 8: Summary Land Use Budget TOTAL AERO-BLAAUPAN PRECINCT: LAND Land Non-Res Land Dwellings Res. FA FAR Refer to Table 9: Population and Residential Yield USE Area FA Use ha du m² m² ratio % The Aero-Blaaupan Land Use Plan proposes the establishment of an Movement & Roads (Transport) 63.87 n/a n/a n/a n/a activity mix that is predominantly business, institutional and hospitality, and 14.4% light industrial, 46%, nearly half of the precinct’s land use. It results in a PWV Reserve (Transport) 33.28 n/a n/a n/a n/a major increase of the mixed business activities from the existing 260,000m² POS, Parks & Recreational Space 64.90 n/a n/a n/a n/a to 1,400,000m²; a 5-fold increase. 27.6% POS, Parks & Recreational Space 121.41 n/a n/a n/a n/a

The proposed residential component remains limited, encompassing 11% Business 63.92 1,193 71,550 348,940 0.66 of the land use, increasing from the existing 1,500 units to an estimated Institutional & Hospitality 71.57 0 0 322,065 0.45 45.7% 3,100 units. This includes the established suburban and medium density Light Industrial 172.34 0 0 686,600 0.40 residential areas. New residential development is limited by CAA regulations Low Density Residential 39.75 338 74,426 0 0.19 regarding noise and height restrictions due to the precinct’s proximity to 11.1% ORTIA. The proposed residential additions are apartments within mixed-use Medium Density Residential 35.36 1,596 168,880 0 0.48 developments.

The proposed central public open space, parkland and nature reserve Community Facility 7.57 0 0 37,850 0.00 1.1% covers just over a quarter of the land use area, 28% and a total of 186ha, Note: Proposed Land Use activities subject to CAA requirements. stretching longitudinally through the precinct. TOTAL 673.97 3,127 314,856 1,395,455 100%

GRAND TOTAL: 1,710,311 The remaining 15% of land area include the street network and existing community facilities. Table 9: Population and Residential Yield The precinct plan establishes the precinct as an employment destination, whilst retaining the existing residential neighbourhoods and introducing Nett du Gross du limited additional residential opportunities. This was informed by Dwellings development constraints and the market assessment. Based on an density density assumption of standard floor space per employee (20m² for office; 43m² for Total No. of Dwellings: 3,127 24 Existing Single Residential: 338 9 light industrial; 35m² for mixed-use and 73m² for business park), it is 5 estimated that once completely developed, the precinct would Existing Medium Density Res.: 1,143 38 accommodate in the region of 30,000 employees and a potential residential New Medium Density Res.: 1,645 43 population of around 9,000 people. These estimates include the existing Estimated Pop. @ 3p/hh: 9,380 87 p/ha employment and residential population.

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Diagram 75: Land Use Plan

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5.5.1 Precinct Land Use Specification railway purposes and railway stations, airports, transport centres, taxi ranks and intermodal transport facilities. Refer to Table 10: Aero-Blaaupan Precinct Land Use Range . Public Open Space, Parks & Recreational Space: This includes all public open space areas, parks and recreational activities, as well The specified range of land use activities are defined as follows: as sport fields and sport complexes. It includes natural open space systems comprising conservation and nature areas, bio-diversity . Business: This includes mixed land uses such retail, offices, and ecologically sensitive areas, wetlands, waterbodies, river medium density residential (up to a density of 85 du/ha; noise courses and hydrological systems. impact standards permitting), hospitality uses, restaurants, community facilities and other business purposes (compatible with The above specified land use activities are subject to applicable conditions, the nature and character of the surrounding area). Developments which include land use compatibility; compliance CAA standards regarding are envisaged to be multiple uses on a singular site, establishing a noise impact and height restrictions, physical development controls and vertical mixed-use building development. These would have street management interventions; and compliance with the approved design related retail and business activities at ground floor, with offices and directives. institutional uses on the upper floor. Residential apartments are also to be included in those areas outside of the 55dB contour and There are also special land uses promoted in close proximity to the airport, CAA standards permitting. which are applicable to the precinct, given its proximity to ORTIA. The land . Light Industrial: this includes warehousing, distribution, logistics, uses to be accommodated within the precinct’s business and light industrial business park estates, industrial estates, offices, high tech. land use category include: research and development, and airport related uses (see last paragraph defining airport related uses). . Warehousing, commercial, including related retail trade, offices, . Institutional and Hospitality: This includes community facilities, hotels, guesthouses, conference facilities, places of refreshment, hospitality uses, education, office parks, medical facilities, medium light industrial, high tech. industrial. density residential (up to a density of 85 du/ha; noise impact standards permitting). . Medium Density Residential: This includes the establishment of new residential neighbourhoods consisting of residential cluster developments (various types), up to a maximum of 85 dwelling units/ha as specified by the CoE TPS. . Existing Residential: This includes the existing residential neighbourhoods. Future densification of these is subject to compliance with design directives & CAA standards, as these areas are located within the ORTIA development zone. . Transport: This includes all streets /roads, private roads, parking, cycle lanes, NMT activities, bus lanes, municipal services and infrastructure, parking bays, parking garages, ancillary offices,

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Table 10: Aero-Blaaupan Precinct Land Use Range Other possible land uses for consideration on merit - provided it is compatible with the nature and Land Use Category Statement of Intent Preferred Land Use Activities character of the surrounding land uses and it does not compromise the development intent for the subject area.

Dwelling Units (up to a density of 85 du/ha), Residential Buildings, Retirement Villages, Old Age Homes, Guest To consolidate the emerging activity spines along Houses (with due regard for potential noise impact from Great North and Atlas Roads allowing for a range the airport on residential uses), Places of Instruction, of mixed-land uses. Promoting nodal development Places of Education, Child Care Facilities, Places of at (a) Geldenhys/ Atlas Road intersection, (b) Shops, Offices, Hotels, Public Worship, Social Halls, Gymnasiums, Clinics, PWV15 intersection with Great North Road, and 1 BUSINESS Conference Centres, Restaurants, Hospitals, Institutions, Business Purposes, Places of (c) Brentwood Park Road / Great North Medical Consulting Rooms Entertainment, Showrooms, Filling Stations, Motor intersection. Allowing for main entrances to Dealers, Fitment Centres, Car Wash, Motor Workshops, buildings to have a strong relationship with the Service Industries, Plant Nurseries, Other uses street through promoting pedestrian access and considered to be compatible with the nature and activity at ground floor. character of the surrounding land uses and which do not compromise the development intent for the subject area.

Green light industrial parks supported by an Warehouse Retail, Showrooms, Filling Stations, Motor integrated road grid road network for ease of Commercial Purposes, Dealers, Fitment Centres, Car Wash, Motor Workshops, access by car and the pedestrian, where Warehouses, Distribution Centres, Builders Yards, Plant Nurseries, Other uses considered to 2 LIGHT INDUSTRIAL applicable integrating with the open space system. Light Industries, Service be compatible with the nature and character of the A high-quality public environment with Savannah Industries, Offices surrounding land uses and which do not compromise the Parks and trees of stature. development intent for the subject area.

Dwelling Units (up to a density of 85 du/ha), Residential Establishing a campus of low-rise buildings set Offices, Medical Consulting Buildings, Retirement Villages, Old Age Homes (with due 3 within landscaped grounds and park-like settings, Rooms, Clinics, Hospitals, Hotels, regard for potential noise impact from the airport on allowing for education institutions, hospitals and Guest Houses, Conference residential uses), Resorts, Places of Entertainment, OFFICE PARKS. SOCIAL medical facilities, hotel and conferencing venues Centres, Restaurants, Places of Sports Grounds, Sports and Recreation Clubs, Plant FACILITIES & HOSPITALITY and religious institutions. Ensuring that the road Instruction, Places of Education, Nurseries, Gymnasiums, Other uses considered to be network is integrated and buildings face onto the Child Care Facilities, Libraries, Art compatible with the nature and character of the public open space system. Galleries, Places of Public surrounding land uses and which do not compromise the Worship, Social Halls, Institutions development intent for the subject area.

Residential Buildings, Retirement Villages, Old Age To allow for a range of residential typologies by Homes, Hotels, Guest Houses (with due regard for density such that density measure is independent Dwelling Units (up to a maximum potential noise impact from the airport on residential of socio-economic profile and targeted at the of 85 dwelling units/ha and with 4 MEDIUM DENSITY RESIDENTIAL uses), Places of Instruction, Places of Education, Child appropriate housing needs and affordability levels due regard for potential noise Care Facilities, Places of Public Worship, Other uses of various communities and taking into account the impact from the airport) considered to be compatible with the nature and spatial context of such housing. character of the surrounding land uses and which do not compromise the development intent for the subject area.

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Other possible land uses for consideration on merit - provided it is compatible with the nature and Land Use Category Statement of Intent Preferred Land Use Activities character of the surrounding land uses and it does not compromise the development intent for the subject area.

Places of Instruction, Child Care Facilities, Guest Houses, Other uses considered to be compatible with the To ensure that the existing residential areas are nature and character of the surrounding land uses and EXISTING LOW DENSITY retained with improved public environment through 5 Dwelling Houses which do not compromise the development intent for the RESIDENTIAL landscaping of streets, improved sidewalks and subject area. the rehabilitation of the green open space system. (Should proposals for densification be received, it will be evaluated in accordance with relevant densification criteria in the MSDF.) Community related purposes EXISTING COMMUNITY including place of education, place FACILITIES land uses that are compatible with the nature and To promote the social value of the area for the of instruction, place of public 6 EXISTING COMMUNITY character of existing surrounding land uses will be surrounding communities of the sub-region worship, permitting subservient FACILITIES permitted. retail, restaurant and small-scale business purposes.

Zoological Gardens, Art Galleries, Sport and Recreation To encourage the development of the Blaaupan Clubs, Social Halls, Sports Grounds, Swimming Pools, Parks, Gardens, Botanical PUBLIC OPEN SPACE, PARKS & the supporting pans and wetland as a regional Storm water Retention and Attenuation Ponds, Other 7 Gardens, Conservation Areas, RECREATIONAL SPACE open space resource having cultural, heritage, uses considered to be compatible with the nature and Open Spaces, Play Parks tourism and conservation value. character of the surrounding land uses and which do not compromise the development intent for the subject area.

General considerations for evaluating land development proposals: - Compatibility with the nature and character of existing surrounding land uses, as well as the development intent for the subject area must be taken into account. - Alignment with urban design directives must be taken into account. - The potential impact of development on storm-water run-off must be taken into account, which may require certain mitigation measures to be imposed. - The potential impact of development on the surrounding natural environment and open space systems must be taken into account, which may require authorization from the relevant environmental authority and certain mitigation measures may be imposed. - It must be noted that development in the subject area may be affected by noise associated with the OR Tambo International Airport (with due reference to inter alia the noise contours associated with the airport), which may require certain mitigation measures to be imposed. - Where applicable, all relevant requirements of the Civil Aviation Authority (CAA) must be complied with.

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5.6 Sub-Precincts Structure retail uses. The envisaged built form and design directives are outlined in the design directives section. Refer to Diagram 76: Aero-Blaaupan — Structure of Sub-Precincts Higher floor areas up to 1.2 FAR are supported, should there be demand for The precinct has been divided into seven sub-precincts, which have been business development and given the precinct’s prominent location. The structured around existing and proposed activities and structuring elements resultant increase in heights would be subject to CAA approval. like roads and the open space system. These are subdivided for ease of management when planning for different areas within the precinct. The land Table 11: Sub-Precinct 1 — Gateway Triangle: Land Use Budget use proposals are detailed and specified for each of the sub-precincts. The sub-precincts are: SUB-PRECINCT: SUB-PRECINCT 1: GATEWAY TRIANGLE AREA (ha): 25.01 AERO-BLAAUPAN PP LAND USE BUDGET Land Non-Res Non-Res Res Res 1. Gateway Triangle (25.0 ha) Dwellings . Area FAR Floor Area Floor FAR . 2. Bonaeropark Ext 1 Residential (105.0 ha) ha ratio m² du m² ratio LAND USE . 3. Atlas Road Activity Spine (60.2 ha) EXISTING LAND USE . 4. PWV 15 Interface (18.4 ha) . 5. Brentwood Light Industrial (209.1 ha) Business 0.00 0.00 0.00 0.00 0.00 0.00 . 6. Lancaster Commercial Park (33.4 ha) Low Density Residential 0.00 0.00 0.00 0.00 0.00 0.00

. 7. Caro Nome South (44.8 ha) Medium Density Residential 0.00 0.00 0.00 0.00 0.00 0.00

Light Industrial 0.00 0.00 0.00 0.00 0.00 0.00 5.6.1 Sub-Precinct 1 — Gateway Triangle: Land Use Activities and PROPOSED LAND USE Development Controls Precinct Street Network (Transport) 2.36 n/a n/a n/a n/a n/a Refer to Table 11: Sub-Precinct 1 — Gateway Triangle: Land Use Budget POS, Parks & Recreational Space 0.00 n/a n/a n/a n/a n/a

Community Facility 0.00 0.00 0.00 0.00 0.00 0.00 Refer to Table 12: Sub-Precinct 1 — Gateway Triangle: Activities and Controls Medium Density Residential (new) 0.00 0.00 0.00 0.00 0.00 0.00

Business 0.00 0.00 0.00 0.00 0.00 0.00 The Gateway Triangle Sub-Precinct 1 is an undeveloped triangular piece of Residential above business 0.00 0.00 0.00 0.00 0.00 0.00 land situated at the R21 Atlas Road interchange, forming the gateway into Institutional & Hospitality: 0.00 0.00 0.00 0.00 0.00 0.00 the area. The precinct plan proposes the establishment of a mixed-use business park and light industrial estate. It is estimated that a development Light Industrial 22.65 0.40 90,600 0.00 0.00 0.00 floor area of approximately 91,000 m² can be achieved, at a FAR of 0.4. TOTAL: 25.01 0.40 90,600 0 0 0

The land use activity mix includes business along the regional route and The land-use management activities and development controls for Sub- establishment of a business park and light industrial activities within the sub- Precinct 1 are outlined in the following page. precinct. Vertical mixed-use building typologies are proposed, including

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Diagram 76: Aero-Blaaupan — Structure of Sub-Precincts

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Table 12: Sub-Precinct 1 — Gateway Triangle: Activities and Table 13: Sub-Precinct 2 —Bonaeropark Ext.1 Res: Land Use Budget Controls SUB-PRECINCT:SUB-PRECINCT 2: BONAERO PARK EXT.1 RES. Business; Offices; Light Industrial; Retail; AREA (ha): 105.56 AERO-BLAAUPAN PP LAND USE BUDGET Land Use Activities: Commercial; Institutional Facilities; Land Non- Non-Res Res Res Dwellings Transportation. Area Res Floor Area Floor FAR Recommended land Refer to Land use table Table 10: Aero- ha ratio m² du m² ratio uses: Blaaupan Precinct Land Use Range LAND USE Coverage: Residential: n/a; Non-Residential: 60% Residential FAR: n/a EXISTING LAND USE Non-Residential FAR: 0.4 (can be increased if required) Business 2.29 0.25 5,725 0.00 0.00 0.00 Residential: n/a; Height: Non-Residential: min. 2 - 6 Storeys, subject Low Density Residential 33.83 0.00 0.00 338 74,426 0.22 to CAA approval 10 du/ha @ 200m² per unit Density: n/a Medium Density Residential 19.40 0.00 0.00 776 93,120 0.48 40 du/ha @ 120m² per unit Property Description Owned by Gauteng Province Light Industrial 0.00 0.00 0.00 0.00 0.00 0.00 and Ownership: Total Land Area: 25.2 ha PROPOSED LAND USE

Precinct Street Network (Transport) 15.73 n/a n/a n/a n/a n/a 5.6.2 Sub-Precinct 2 — Bonaeropark Ext.1 Res.: Land Use Activities POS, Parks & Recreational Space 27.85 n/a n/a n/a n/a n/a and Development Controls Community Facility 0.00 0.00 0.00 0.00 0.00 0.00 Refer to Table 13: Sub-Precinct 2 —Bonaeropark Ext.1 Res: Land Use Budget Medium Density Residential (new) 0.00 0.00 0.00 0.00 0.00 0.00

Business 6.46 0.60 38,760 0.00 0.00 0.00 Refer to Table 14: Sub-Precinct 2 — Bonaeropark Ext.1 Res.: Activities and Residential above business 0.00 0.00 0.00 0.00 0.00 0.00 Controls Institutional & Hospitality: 0.00 0.00 0.00 0.00 0.00 0.00 The Bonaeropark Ext.1 Residential Sub-Precinct 2 comprises existing land use activities that include lower to medium density residential Light Industrial 0.00 0.00 0.00 0.00 0.00 0.00 neighbourhoods and the existing pan nature area and public open space. It TOTAL: 105.56 0.51 44,485 1,114 167,546 0.31 is envisaged that future mixed-use activities can be developed along the edge of Great North Road, reinforcing the routes function as a regional The land use management activities and development controls for Sub- activity spine. The types of mixed-use activities must be compatible with the Precinct 1 are outlined in the following page. existing residential neighbourhood character.

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Table 14: Sub-Precinct 2 — Bonaeropark Ext.1 Res.: Activities and Table 15: Sub-Precinct 3 — Atlas Road Activity Spine: Land Use Controls Budget

Low Density Residential, Medium Density SUB-PRECINCT:SUB-PRECINCT 3: ATLAS ROAD ACTIVITY SPINE AREA (ha): 60.21 Land Use Activities: Residential; Mixed-use Business; Public AERO-BLAAUPAN PP LAND USE BUDGET Open Space, Parks & Recreational Space Land Non- Non-Res Res Res Dwellings Recommended land Refer to Land use table Table 10: Aero- Area Res Floor Area Floor FAR uses: Blaaupan Precinct Land Use Range ha ratio m² du m² ratio LAND USE Residential: 50% (as per existing); Non- Coverage: Residential: 60% EXISTING LAND USE Determined by density and unit size. Residential FAR: Recommended range: 0.5 to 0.7 Business 6.09 0.25 15,225 0.00 0.00 0.00

Non-Residential FAR: 0.6 to 0.8 Low Density Residential 5.92 0.00 0.00 0.00 0.00 0.00 Residential: 2 - 3 Storeys; Height: Non-Residential: 2 - 3 Storeys Medium Density Residential 1.12 0.00 0.00 0.00 0.00 0.00 Density: Up to 85 du/ha Light Industrial 0.69 0.00 0.00 0.00 0.00 0.00 Property Description Various; private ownership. Existing pan and Ownership: public open space owned by CoE. PROPOSED LAND USE Total Land Area: 105.56 ha Precinct Street Network (Transport) 6.57 n/a n/a n/a n/a n/a POS, Parks & Recreational Space 0.00 n/a n/a n/a n/a n/a 5.6.3 Sub-Precinct 3 — Atlas Road Activity Spine: Land Use Activities and Development Controls Community Facility 1.59 0.50 7,950 0.00 0.00 0.00

Medium Density Residential (new) 0.00 0.00 0.00 0.00 0.00 0.00 Refer to Table 15: Sub-Precinct 3 — Atlas Road Activity Spine: Land Use Budget Business 14.97 0.60 89,820 0.00 0.00 0.00 Residential above business 0.00 0.00 0.00 0.00 0.00 0.00 Refer to Table 16: Sub-Precinct 3 —Atlas Road Activity Spine: Activities Institutional & Hospitality: 23.26 0.45 104,670 0.00 0.00 0.00 and Controls Light Industrial 0.00 0.00 0.00 0.00 0.00 0.00 The Atlas Road Activity Spine Sub-Precinct 3 development proposals aim TOTAL: 60.21 0.47 217,665 0 0 0.00 to intensify the land use activities within the precinct. The existing residential neighbourhood and the existing community facility are retained. Additions to and extensions of the existing mixed-use business activities that edge Atlas Road are proposed, as is the redevelopment of the more undeveloped land portions facing on to Blaaupan, within the interior of the sub-precinct.

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The land use activities include: Table 16: Sub-Precinct 3 —Atlas Road Activity Spine: Activities and Controls . Extension of the mixed-use business activities to reinforce and strengthen the Atlas Road activity spine. Business; Offices and Medical; Medium Density Land Use Residential (existing); Community and Activities: Institutional Facilities; Transportation; Public The mixed-use business activity is also proposed for the . Open Space, Parks & Recreational Space provincially owned land. Residential land uses will not be permitted Recommended land Refer to Land use table Table 10: Aero- due to the impact of existing ORTIA functions and future uses: Blaaupan Precinct Land Use Range development proposals, which will result in unfavourable noise Residential: as per existing; levels for residential development. The CAA restrictions apply. The Coverage: envisaged built form and design directives for the provincially Non-Residential: 60% Determined by density and unit size. owned land (GDID) in Sub-Precinct 3 are outlined in the design Residential FAR: directives section. Furthermore, an environmental impact Recommended range: as per existing Non-Residential assessment is required for the site to determine the development 0.45 – 0.6 potential, as it is currently identified as being ecologically sensitive. FAR: Residential: as per existing; Height: . The redevelopment of the under-developed land parcels within the Non-Residential: 4 Storeys interior of the precinct with institutional and hospitality land uses. Density: As per existing du/ha These typically include a land use range, from community facilities, Property hospitality uses, education, office parks to medical facilities. Such Various, privately owned and one GDID owned Description and developments should be in the form of office parks or business property. Ownership: estates, establishing a sustainable development with a low building

density set in landscaped gardens and building development

informed by green building principles and techniques.

It is estimated that the development proposals will yield potentially 195,000 m² of additional floor area, at an average FAR of 0.47. Increased floor areas would be supported should there be demand for higher intensity business development.

The land use management activities and development controls for the Atlas Road Activity Spine Sub-Precinct 3 are outlined in Table 16: Sub-Precinct 3 —Atlas Road Activity Spine: Activities and Controls

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5.6.4 Sub-Precinct 4 — PWV 15 Interface: Land Use Activities and The land use components include: Development Controls . A range of business park activities, from community facilities, The PWV 15 Interface Sub-Precinct 4 comprises the establishment of a hospitality uses, education, office parks to medical facilities. Such business park on land portions wedged between Blaaupan and the PWV 15 developments should be in the form of office parks or business freeway proposal. Access is obtained from Asconalona Street. estates, establishing a sustainable development with a low building density set in landscaped gardens and building development Table 17: Sub-Precinct 4 — PWV 15 Interface: Land Use Budget informed by green building principles and techniques. Residential development is not possible due to the 55 dBA noise restriction zone within which the sub-precinct is located.

An estimated 75,600m² of business estate floor space can potentially be developed, at an average FAR of 0.45. The land use management activities and development controls for the PWV 15 Interface Sub-Precinct 4 are given below:

Table 18: Sub-Precinct 4 — PWV 15 Interface: Activities and Controls

Land Use Institutional and Hospitality, Office, Business, Activities: Social and Public Services, Transportation, Recommended land Refer to Land use table Table 10: Aero- uses: Blaaupan Precinct Land Use Range Coverage: Residential: n/a; Non-Residential: 60% Determined by density and unit size. Residential FAR: Recommended range: n/a Non-Residential 0.45 FAR: Residential: n/a; Height: Non-Residential: 2 - 5 Storeys (CAA standards apply) Density: n/a Property Various privately-owned properties. Description and

Ownership: Total Land Area: 18.1 ha

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5.6.5 Sub-Precinct 5 — Brentwood Light Industrial: Land Use attenuation, in order to assist with the sustainable management of Activities and Development Controls stormwater runoff.

Refer to Table 19: Sub-Precinct 5 — Brentwood Light Industrial: Land Use Table 19: Sub-Precinct 5 — Brentwood Light Industrial: Land Use Budget Budget

Refer to Table 20: Sub-Precinct 5 — Brentwood Light Industrial: Activities and Controls

The Brentwood Light Industrial Sub-Precinct 5 is the largest of the sub- precincts, extending over an area of 209 ha and making up 31% of the precinct land area. The development plan establishes this as a light industrial activity precinct, consolidating the existing light industrial land uses and extending these. The existing business is retained, as well as the existing community facilities. The development of two mixed-use business clusters are established at the main interchanges with Great North Road, capitalising on access and prime location along major routes. The northern mixed-use business cluster is related to the future PWV 15 freeway interchange and Stanley Road regional route; whilst the southern mixed-use business cluster is formed around the future K86 intersection and regional route links.

Medium density residential development is also identified, as the greater portion of the precinct falls outside of the 55 dBA buffer, allowing for residential development. The development of a number of medium density residential properties are to be established adjacent to the existing residential neighbourhoods in order to promote an assemblage of residential buildings and ensuring that defined areas of light industrial and residential development occur to avoid ad hoc development between light industrial development and residential development. Where industrial and residential properties abut a considered design, interface must be undertaken. Additional residential apartments are envisaged within the mixed-use business clusters, included in mixed activity buildings, with the apartments located on the upper floors.

The quarry within the sub-precinct is retained as a green open space, to function as a parkland supporting natural habitat as part of an industrial development. This could also be utilised to assist with stormwater

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An estimated 1,600 new dwelling units can be developed, subject to 5.6.6 Sub-Precinct 6 — Lancaster Commercial Park: Land Use compatibility with surrounding developments and CAA standards. The Activities and Development Controls business and retail component will yield an additional floor area of approximately 504,000m². This will result in a total light industrial and Refer to Table 21: Sub-Precinct 6 — Lancaster Commercial Park: Land Use business floor area of about 630,000m² (at an average FAR of 0.43), and a Budget total of about 2,000 residential units. The land use components include: Refer to Table 22: Sub-Precinct 6 — Lancaster Commercial Park: Activities . Medium density residential neighbourhood development: 15.0 ha and Controls

. A community facility: 1.8 ha. The Lancaster Commercial Park Sub-Precinct 6 land uses incorporate the . Public open space, parks and recreational space: 37.0 ha. existing commercial park into the precinct plan. . Light industrial parks and business estates: 119 ha. . Business and retail activities: 25.0 ha. Table 21: Sub-Precinct 6 — Lancaster Commercial Park: Land Use Budget The land use management activities and development controls for the Brentwood Light Industrial Sub-Precinct 5 are given below:

Table 20: Sub-Precinct 5 — Brentwood Light Industrial: Activities and Controls

Light Industrial; Business; Medium Density Residential; Public Open Space, Parks & Land Use Activities: Recreational Space; Community & Institutional Facilities; Transportation. Recommended land Refer to Land use table Table 10: Aero- uses: Blaaupan Precinct Land Use Range Coverage: Residential: 50%; Non-Residential: 60% Determined by density and unit size. Residential FAR: Recommended range: 0.5 to 0.7 Non-Residential FAR: 0.4 - 0.6 Residential: 2 – 5 Storeys; Height: Non-Residential: 2 – 5 Storeys; (CAA standards apply) Density: Up to 85 du/ha Property Description All privately owned. and Ownership: Total Land Area: 209.1 ha

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The land use activities are light industrial, with the following land use Table 23: Sub-Precinct 7 — Caro Nome South: Land Use Budget management activities and development controls:

Table 22: Sub-Precinct 6 — Lancaster Commercial Park: Activities and Controls

Land Use Light and Services Industry. Activities: Recommended land Refer to Land use table Table 10: Aero- uses: Blaaupan Precinct Land Use Range Coverage: Residential: n/a; Non-Residential: 60% - 70% Residential FAR: n/a Non-Residential 0.4 FAR: Residential: n/a Height: Non-Residential: 2 – 5 Storeys Density: n/a Property Description and Privately owned Ownership: Total Land Area: 33.4 ha

5.6.7 Sub-Precinct 7 — Caro Nome South: Land Use Activities and Development Controls

Refer to Table 23: Sub-Precinct 7 — Caro Nome South: Land Use Budget

Table 24: Sub-Precinct 7 — Caro Nome South: Activities and Controls

The Caro Nome South Sub-Precinct 7 land use plan incorporates the existing place of public worship development proposals; and directs the redevelopment of the underdeveloped land portions of the precinct into a business park environment; and the properties along Atlas Road with mixed- use business activities, which reinforces the development of this regional activity spine. The envisaged business park activities form a lower intensity development interface with the adjoining greenbelt and its pans.

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The institutional and hospitality activities and the business component will 5.6.8 Conclusion yield a floor area of approximately 181,000m². This will result in a total light floor area, including the community facility, of about 204,000m² (at an The land use development proposals of the precinct plan support the average FAR of 0.53). The land use components include: establishment of a lower intensity green and sustainable business park and industrial estate development responses within the interior of the precinct, . Community Facility: 4.2 ha which are located in a band around and respond to the central public open space system. The more intense land use activities are proposed along the Business: 7.0 ha. . mobility routes, reinforcing the development of activity spines. The precinct . Institutional and Hospitality: 31.5 ha. plan incorporates the existing land use activities and current development applications. Where proposals of the precinct plan overlap with existing The land use management activities and development controls for the Caro activities on the ground and with current applications, the precinct Nome South Sub-Precinct 7 are given below. development gives an indication of what the property could be developed to in the future

Table 24: Sub-Precinct 7 — Caro Nome South: Activities and Controls

Institutional and Hospitality, Business, Retail, Land Use Existing Residential, Public Open Space, Parks Activities: & Rec. Space; Home Enterprise. Preferred land use Refer to Land use table Table 10: Aero- activities and Blaaupan Precinct Land Use Range possible land uses Residential: as per existing; Coverage: Non-Residential: 60% Determined by density and unit size. Residential FAR: Recommended range: as per existing Non-Residential 0.6 - 0.8 FAR: Residential: n/a; Height: Non-Residential: 2 – 5 Storeys Density: n/a Property Description and Privately owned properties Ownership: Total Land Area: 44.8 ha

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5.7 Community Facilities Plan . There is an existing library, post office and clinic adjoining the precinct in Bonaero Park. If these facilities are shared, then the Refer to Table 25: Social Services and Community Facilities: Requirements requirements are reduced.

Much of the residential development in the region has occurred on . the eastern side of Great North Road. The new residential 5.7.1 Social Services Development developments within sub-precinct 5 are envisaged to utilise the

public facilities and social services located within the adjoining The social facilities that are required to be provided for the precinct plan neighbourhoods to the east. These are conveniently accessible have been estimated according to the standards specified in the CoE because of their proximity to Great North Road and the connectivity MSDF. established through the proposed grid street network.

The existing public facilities within the precinct are limited to the Pomula . The exception is the requirement of school facilities. This is nature reserve and its adjoining public park, as well as a number of places discussed separately in the following section; of private public worship / religious institutions which are distributed . The nearest police station is located in the Kempton Park CBD, throughout the precinct. The CoE has established the Pomula nature approximately 6km distance by road. The socio-economic analysis reserve which includes the existing Blaaupan, and forms part of the wider indicates that the precinct falls within a 20-minute service area of a natural open space and wetland system. The required social facilities for an police station. The indication is that at least one police station estimated population of 9,380 people (which includes existing residents should be established to serve this eastern side of the airport within the precinct) is outlined in Table 25: Social Services and Community . It is noted that religious facilities are not provided by the public Facilities: Requirements. sector per se, and that such institutions obtain their own land and apply for land use rights to develop their religious facility. There is Key outcomes are: sufficient privately-owned land in the precinct to accommodate such developments. . Medical facilities are required, at least 1 clinic; . 1 minor library is required; 5.7.2 Open Space and Parks . 1 post office is required;

. 1 minor community hall (250 seats) is required; and Refer to Table 25: Social Services and Community Facilities: Requirements . 1 facility for the care of the elderly is required. The precinct plan provides twice the space that is required by the standards The assessment of the precinct plan against the above requirements shows for parks and sport facilities. These are incorporated into the extensive open the following: space system and public environment network that has been established. This includes the central longitudinal public open space system, with its . Overall, there is sufficient space for the required facilities as adjoining parklands, recreational space, sport and recreation spaces, and outlined above; albeit specific areas have not been allocated. They pedestrian network. can either be accommodated within the business, institutional and hospitality, and light industrial areas (where these interface with the residential areas). This includes the care facility for the elderly.

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5.7.3 Education Facilities

Refer to Table 25: Social Services and Community Facilities: Requirements

The total education facilities that are required encompass a total of 4 schools; 3 primary- and 1 secondary school. Existing residential areas share the school facilities with Bonaero Park. There are currently no secondary schools in the surrounding area, nor within the precinct. Provision can be made in the relevant sub- precinct for at least one school area, within the institutional and hospitality land use area. Given the clustering of the new residential area within one sub-precinct, it is proposed that a sharing of education facilities with adjoining residential areas be undertaken, to enable an efficient utilisation of education resources and facilities. To optimise this, the required school may be located outside of the precinct, in the new residential areas located immediately adjacent to the east. Government will be required to purchase land for this purpose.

Diagram 77: Community Facilities and Public Amenities

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Table 25: Social Services and Community Facilities: Requirements

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 privatley provided 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 not required 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 not required Fire Station Area related to nature of facility not required 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

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5.8 Infrastructure Services Plan The area to the north and west of the Blaaupan (Bonaero Park Extension 1) is supplied from the Kempton Park North Ridge Reservoir, situated The following section outlines what is required in terms of the various approximately 10km towards the south west from the precinct. engineering services to give effect to the proposed physical development plan for the precinct. The infrastructure services plan includes the following The commercial warehouses (Toyota, Bearing Man, etc.) in the south of the engineering components: precinct and the Christian Family Church are also supplied with water from the Kempton Park North Ridge Reservoir. . Water Infrastructure The Brentwood Park area is supplied with potable water from the Benoni Northmead Towers situated approximately 4,2 km south east of the precinct. Stormwater Infrastructure . . Electrical Infrastructure The estimated existing pipe length total is 29,919m of pipe. . Solid Waste Infrastructure . Sewer Infrastructure There is no existing backlog regarding the existing supply and reticulation of water into the precinct. . Telecommunications Infrastructure The reservoirs provide the following supply into the precinct: Greater detail of the various engineering infrastructure services plans, with the identified requirements and proposals, are outlined in Annexure 4: Table 26: Current Water Demand in Precinct Infrastructure Services Plan. Key aspects of the various plans are outlined in the sections which follow.

Water Demand (kℓ/day) Peak Flow (ℓ/s) 5.8.1 Water Infrastructure Sub-Precinct 1 Undeveloped Refer to Diagram 78: Precinct Plan Sub-Precinct Sub-Precinct 2 1137 124 Sub-Precinct 3 177 85 Refer to Diagram 79: Infrastructure Services Plan — Overview undeveloped N/A Sub-Precinct 4 Refer to Table 26: Current Water Demand Sub-Precinct 5 841 196 Sub-Precinct 6 482 49 Refer to Sub-Precinct 7 No information available N/A

It is noted that, as provided by national standards, certain land uses have certain water demand values. The water demand value here in kilo litres is Table 27: Precinct Plan Development Water Demand the total water the precinct will use. The peak flow is the maximum amount of water that will flow into that precinct per second which informs in sizing pipes.

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Table 27: Precinct Plan Development Water Demand

Water Demand (kℓ/day) Peak Flow (ℓ/s)

Sub-Precinct 1 362 44 Sub-Precinct 2 155 30 Sub-Precinct 3 810 110 Sub-Precinct 4 303 40 Sub-Precinct 5 3364 460 Sub-Precinct 6 43 21 Sub-Precinct 7 818 110

If bulk water infrastructure (including pump stations, reservoirs, pipelines, etc.) need to be upgraded to accommodate future developments, then the cost of these upgrades must be carried by the (private or public) developer.

In order to determine whether the current water supply infrastructure will be able to supply future demands, a detailed hydraulic analysis will need to be done. This assessment investigates the current reservoir and pipes plus current demands plus future demands. An estimate for the required additional pipelines would be between 30,000m – 31,000m. Water infrastructure requirements are:

. Expansion and upgrading of water supply network as per CoE specifications based on the hydraulic model and future land use requirements. . The existing reservoirs could cope with future development however, additional bulk water infrastructure (i.e. pump stations and pipelines) and upgrades would be required. However, this would be subject to detailed design and other development proposals in Diagram 78: Precinct Plan Sub-Precinct the area.

Refer to Annexure 4: Infrastructure Services Plan for more detail on the water infrastructure plan.

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5.8.2 Stormwater Infrastructure  The development of bio-retention areas, also referred to as ‘rain gardens’, which are landscaped (natural gardens) Refer to Diagram 79: Infrastructure Services Plan — Overview depressions typically employed to manage the runoff.

Existing stormwater infrastructure is in place. There were reports of flooding Regional management systems of stormwater runoff, including: of the commercial warehouses such as Toyota. However, Toyota has . increased their stormwater system capacity to handle a 1:100 year flood  Establishment of detention ponds, which are temporary event and have reported no recent major flooding. water storage facilities that are ordinarily dry but are designed in such a manner that they are able to store Upgrades to the south of the precinct have also been undertaken previously stormwater runoff for short periods of time. by the City of Ekurhuleni, because the area to the south is very prone to  Establishment of retention ponds, which have a permanent flooding pool of water. The incorporation of retention ponds into the natural landscape promotes biodiversity and can also be used for recreational purposes. Stormwater infrastructure is to be developed as part of the new road infrastructure and for all new developments as per CoE specifications Stormwater infrastructure requirements are:

Stormwater drainage infrastructure must be developed as per CoE . Stormwater drainage infrastructure as well as SUDS as per CoE specifications for existing and new development. This must include specifications for new development is required. sustainable urban drainage systems (SUDS), which assist with the management of stormwater by minimising the generation of runoff and . An integrated stormwater management system is required to maximising the capture of runoff for re-use and infiltration. This can result in prevent flooding downstream in the future. a significant reduction in the quantity of runoff and contaminants that are discharged to the environment. Components of SUDS include: To provide a detailed stormwater development plan with regard to existing conditions and shortfalls, and in terms of the new developments envisaged . The development of green roofs on buildings, controlling run-off at by the precinct plan, it is proposed that a stormwater system hydraulic model source. is prepared. . Establishment of permeable pavements that are constructed in such a manner that they promote the infiltration of stormwater runoff Refer to Annexure 4: Infrastructure Services Plan for more detail on the through the surface into the underlying ground. stormwater plan. . The management of stormwater runoff as a second line of defence, typically in the local public areas, within the road reserves and parks. These local control measures include:  The establishment of swales, which are shallow grass-lined channels with flat and sloped sides.

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5.8.3 Electrical Infrastructure These households need to be registered on the CoE billing system. As such, an education and awareness campaign will need to support this process. Refer to Diagram 79: Infrastructure Services Plan — Overview The precinct plan also proposes new areas of retail, commercial and light Electrical infrastructure is in place in the precinct, servicing the established industrial uses. In support of these activities, waste services in the form of residential areas, existing business, retail and public facilities. daily waste removal from site (level 5) will have to be provided. Again, this has implications for the distribution of waste receptacles. Constrained supply around Brentwood Park. On-going litter picking in areas of high traffic volumes particularly along Atlas Total demand is 41MVA. and Great North Roads and the retail centres should also continue as the precinct grows and develops Additional 17MVA required at transformers. Existing medium voltage rings and feeds will need to be expanded to access the new development areas Solid waste infrastructure requirements are: as they arise. In some areas new medium voltage feeds will need to be run from substations. . It is recommended that the CoE consider the establishment of a buy-back centre or public off-loading facility for recycling. This will Electrical infrastructure requirements are: reduce the amount of illegal dumping and littering and foster skills development and employment opportunities in the precinct and . No additional substations would be required, but this would be reduce the amount of waste to landfill through recycling. This is in subject to detailed design and other development proposals in the line with the principles of sustainable waste management and the area. Use of mini-substations will be closely placed to load centres. waste management hierarchy as it focusses on the top three . Extension and upgrading of the electrical network as per CoE interventions, namely waste avoidance and reduction, re-use and specifications and according to future land use requirements. Bulk recycling. supply upgrade required at the Boksburg substation. . A buy-back centre is where people sell recyclable material they have collected. Recycling companies buy recyclable materials from Refer to Annexure 4: Infrastructure Services Plan for more detail on the buy-back centres and pay only for materials they can use. A public electrical infrastructure plan. drop-off centre is where recyclable materials are dropped off by consumers without receiving payment for the materials. . The exact location of such a waste facility can still be determined 5.8.4 Solid Waste Infrastructure but ideally should be located near the central core area to enable easy access from the local community and waste recyclers. Ideally Refer to Diagram 79: Infrastructure Services Plan — Overview such a facility should be accommodated within an area allocated for light industrial use due to the external impacts relating to noise and In terms of the Aero-Blaaupan precinct development framework and land odour. use budget, kerbside waste management services will need to be provided to an additional 1 645 dwelling units (approximately 4 935 people based on Refer to Annexure 4: Infrastructure Services Plan for more detail on the solid 3p/hh). The implication is that an additional 1 645 240L receptacles will need waste infrastructure plan. to be procured and distributed to households as the developments proceed.

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5.8.5 Sewer Infrastructure Table 28: Existing Precinct Sewer Demand Refer to Diagram 79: Infrastructure Services Plan — Overview

Refer to Table 28: Existing Precinct Sewer Demand Sewer Flow (kℓ/day) Peak Flow (ℓ/s)

Refer to Table 29: Precinct Plan Development Sewer Demand Sub-Precinct 1 Undeveloped All the waste water from the Bonaero Park area eventually flows to the Sub-Precinct 2 563 26 Hartebeesfontein Waste Water Treatment Plant (WWTP). Hartebeesfontein Sub-Precinct 3 71 4 WWTP has a treatment capacity of 45 Mℓ/day and was constructed in 1977 Sub-Precinct 4 Undeveloped (approx. 11.6km North-east of the precinct). Sub-Precinct 5 302 15

121 6 Waste water from the Brentwood Park area is served by Welgedacht WWTP Sub-Precinct 6 and has a treatment capacity of 35 Mℓ/day (approx. 21,1 km southeast of Sub-Precinct 7 No information available No information available the precinct).

Existing gravity pipelines in Bonaero Park Extension 1 convey waste water There is no existing backlog regarding the supply of sewer infrastructure to an existing pump station situated directly north of the Blaaupan in the services. vicinity of the planned Africa Hall of Fame development. From here the waste water is pumped in a northerly direction to a manhole situated in the If bulk waste water infrastructure needs to be upgraded to accommodate north easterly corner of Bonaero Park Extension 1. future developments, then the cost of these upgrades must be carried by the (private or public) developer. Waste water through a gravity feed, from Bonaero Park and Bonaero Park Extension 3, both situated on the western side of Atlas Road, outside the Extension and upgrading of the sewer network as per CoE specifications Aero City Precinct, flows through an existing 500 mm diameter pipe around based on the sewer infrastructure model and according to future land use the north western side of the Blaaupan, to the same pump station mentioned requirements. above. The proposed development of the precinct establishes the following sewer Waste water through a gravity feed from the Brentwood Park area, through demand: existing waste water pipes firstly into a southerly and later easterly direction to the Welgedacht WWTP, situated approximately 21,1 km southeast of the Aero City Precinct

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Table 29: Precinct Plan Development Sewer Demand

Sewer Flow (kℓ/day) Peak Flow (ℓ/s)

Sub-Precinct 1 91 4 Sub-Precinct 2 39 2 Sub-Precinct 3 202 10 Sub-Precinct 4 76 4 Sub-Precinct 5 1060 50 Sub-Precinct 6 11 0.6 Sub-Precinct 7 204 10

Refer to Annexure 4: Infrastructure Services Plan for more detail on the sewer infrastructure plan.

5.8.6 Telecommunications Infrastructure

The telecommunications infrastructure is provided as per the demand from customers. It is not a publicly provided service.

The future development and investment in this sector will be driven by demand from customers.

There is a backlog in access to data and voice service.

The precinct plan is to ensure that last mile reticulation and bulk cabling is contained by way of laid sleeves to switching stations along major roads and from switching stations to individual streets.

Refer to Annexure 4: Infrastructure Services Plan for more detail on the telecommunications infrastructure plan.

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Diagram 79: Infrastructure Services Plan — Overview

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5.9 Socio-Economic Development Plan Brentwood Park, east of the proposed PWV15) is needed in order for both the industrial parks and the business parks to be developed Refer to Table 30: Business, Institutional and Hospitality: Community jointly, without this the development of a business and industrial Facility Benefits park will not be possible, and only smaller individual developments would occur; Refer to Table 31: Industrial Benefits . Quarry site not rehabilitated: the quarry’s mine life is coming to an end and operations are expected to close down soon. This area will Refer to Table 32: Residential Benefits thus need to be rehabilitated and could possibly open-up the area for other future uses; investigations need to be lodged into what can Refer to Table 33: Open Space Benefits be done (and at what cost) for rehabilitation prior to any development taking place; The development of the ABP has the potential to create the following overall Dedicated future residential space: since the broader area is so well socio-economic benefits and impacts: . suited to residential development, a high priority should be placed

on identifying dedicated future residential development space . New industrial developments with resultant new business sales, within the agricultural holdings east of Great North Road. If such stimulation of the economy and increased government income; dedicated space is not identified, haphazard pockets of residential . New business developments with resultant new business sales, intermixed with industrial and/or warehousing will continue, which stimulation of the economy and increased government income; should strongly be guarded against; . Employment creation with resultant decrease in unemployment and . Informal dwellers: in and around the precinct there are small increased standard of living; pockets of informal dwellers. Informal dwellers will need to be . New residential units with resultant improved liveability; catered for in terms of the future development.

Improved open space facilities and recreation activities with . Quantification of the aforementioned socio-economic benefits per sector are resultant improved safety and security, integration of the area, outlined below and include: catalyst for new development and draw card for investment

attraction to the area. . Business, Institutional & Hospitality, Community Facility Benefits The major economic development risk factors within the Precinct relate to: . Industrial Benefits . Residential Benefits . ORTIA cargo not being doubled: ORTIA is expected to double its . Open Space Benefits cargo in the next few years from 400,000 tons to 1 million tons, with possible future doubling again. Should this not occur, the expected For more detail refer to Annexure 3: Socio-Economic Development Plan. potential demand for cargo related handling space will not transpire; . Open space remaining undeveloped: if the open space is not developed with recreation facilities, this could negatively impact on the development potential of the precinct; . Non co-operation of existing land-owners: joint co-operation of existing land owners in Sub-precinct 5 (landholding located in

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Table 30: Business, Institutional and Hospitality: Community Facility Benefits

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Table 31: Industrial Benefits

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Table 32: Residential Benefits

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Table 33: Open Space Benefits

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5.10 CONCLUSION: REALISING LATENT DEVELOPMENT The preparation of the Sub-precinct Plans gives specific direction with POTENTIAL IN A SUSTAINABLE MANNER regard to sector plans and the layout and activity pattern of the precinct.

The proposals of the Aero-Blaaupan Precinct Plan meet a variety of The sector plans include: development objectives that direct the work and functions of both the public and private sector, and in particular those of the CoE to execute its . An integrated movement and public transport plan: This specifies developmental mandate. This includes: several components, including the street grid and street typologies, the public transport plan and associated facilities, the non- . Establishing a specific development direction for the Aero- motorised transport plan incorporating pedestrian movement and Blaaupan Precinct, to enable the redevelopment of certain parts of cycling, culminating with transport recommendations and the precinct, and in others achieve the envisaged development transportation design principles. potential, particularly where land is underutilised and changes in . An environmental development plan: This defines the precinct’s land use activity are occurring. natural areas and systems, the key environmental components and . Rehabilitation of the functions of the natural environment within the outlines the required environmental actions and interventions. precinct and the development of a regional park that includes both . A detailed land use plan: This specifies the proposed land use recreational activities and restored habitat. This also includes the activities and envisaged development rights and controls for each establishment of ecological engineering functions to implement of the seven sub-precincts. sustainable stormwater management systems. . A community facilities plan: This specifies the proposed provision . Establishing sustainable developments in the form of business of social services and education facilities in addition to the existing estates and industrial parks. These are characterised by physical ones. development which reduce their environmental impact by reducing An infrastructure services plan: This specifies the proposed air emissions, reduced energy and water consumption and reduced . provision and development of the full suite of engineering services discharges of wastewater. The developments are green building required to enable the development of the precinct plan. These orientated, set in landscaped and park-like environments, utilising include water, stormwater, electrical, solid waste, sewer and renewable energy sources and reduce their overall environmental telecommunications infrastructure. impact or ecological footprint. A socio-economic development plan: This identifies the socio- . Reinforcing the development of the regional activity spines along . economic benefits of the envisaged precinct plan development, and Atlas and Great North roads, promoting economic growth by broadly quantifies the socio-economic benefits in terms of job capitalising on the visibility, access and strategic location. creation (employment opportunities) and potential gross domestic . Improving and expanding the existing street network, to product. accommodate the envisaged development, as well as forging links with the surrounding area. . Upgrading and improving engineering infrastructure services to support the precinct development plan.

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6 URBAN DESIGN DIRECTIVES . Locality of key buildings, activities and facilities,

. Local roads, paths and transport networks,

6.1 INTRODUCTION . Public environment elements (concepts for street furniture, parks, squares, streetscape), A suite of urban design directives is prepared to ensure that the desired . Architectural and landscaping controls for key buildings and sites, physical development is achieved and informs the land use management of . Street sections for boulevards and key approaches, the precinct plan. The urban design directives include tools such as design guidelines, incorporated from the CoE Urban Design Policy Framework, . Crime prevention through environmental design (CPTED) best practice examples and applicable building typologies. recommendations, . Concept proposals for signage, public art and other place making The work includes the formulation of an urban design plan for the precinct elements, that is informed by the overall CoE metro-wide Urban Design Policy. The components of the plan include: The above aspects are included in an established suite of Urban Design Directives. These form a set of design stipulations that are required to be . Urban design principles for the study area or sub-precincts/ special applied to achieve the desired built form and the envisaged character of the zones within the precinct; public realm. These encompass place-making and imageability, ensuring that the physical development of the Aero-Blaaupan Precinct is realised . Detailed urban design proposals for identified sub-precincts and according to its vision. focus areas within the precinct, including guidelines for the development of new buildings in defined zones; . Proposals for crime prevention through environmental design 6.3 URBAN DESIGN PLAN (CPTED); . A broad urban design plan for the rest of the study area; Refer to Diagram 80: Urban Design Plan: Form Response

Supporting 3D-renderings to clearly illustrate the design . Refer to Diagram 81: Public Environment Plan interventions

The Urban Design Plan is outlined in the form response graphic that depicts

the physical development outcomes of the Urban Design Framework, 6.2 PURPOSE including the established design principles and the CoE Urban Design

Policy Framework. The key components include: The Urban Design Plan is established for the entire precinct and includes a

3D rendering thereof, showing the form response and the envisaged urban character. The urban design plan is refined and enhanced to show in greater . The built form and mixed activity; detail the urban design proposals and design proposals for key focus areas. . Circulation and connectivity; . The public realm, landscaping and natural environment. The components included in the key focus areas generally include:

. Detailed layouts and anticipated built form,

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The urban design plan is sufficiently robust to outline the future development and technology estates located in the interior, responding to the longitudinal possibility of the precinct, at the same time it is sufficiently flexible to natural open space system that forms the dominant component and key accommodate changing circumstances. feature at the centre of the precinct. The edge developments respond to their location along the major regional routes that edge the precinct, forming mixed-use activity spines and light industrial parks. The built form yields a 6.3.1 Possibility and Flexibility more intense development response along the edges, and a less intense and softer (more park-like) development response in the interior. A key aspect of this urban design plan is that it gives a clear indication of the future development potential and direction for development. This form response has been achieved by applying the following principles: Simultaneously it remains sufficiently adaptable to accommodate changing market developments and varying conditions. This is achieved by: . Along the activity spines, perimeter block developments, establishing a hierarchy of space from public, to semi-public, semi- . The urban design plan stipulates the street system and the primary private and private realms. This establishes positive edge urban elements of the precinct, giving specific direction to the conditions within the mixed and multi-use approach of activity allocation of resources and actions required to achieve this; patterns that are being promoted to an urban scale of intensity. . The key land use activities, including the envisaged regional natural . Framing of the public realm and streets by the buildings, which are open space wetland system and parkland, the public realm network a fundamental component to the place-making inherent in the urban of pedestrian links and public spaces (squares and parks); the design plan. green business estates, office parks and institutions; the light . A human-scaled height is promoted, ranging from 2 to a maximum industrial parks and estates, and mixed-use activity spines; are all of 6 storeys. placed in a manner to elicit the required development responses to achieve the envisaged development and activity patterns; . The above key components, together with the street grid system and strategic connections, establish the urban structure that forms an overall “development lattice”. The latter allows for a range of urban activities and uses to be established in response to changing market demands and urban development priorities.

6.3.2 The Built Form

The built form refers to the character of the buildings, their relationship to the streets and public environment in terms of the form and scale to be created. They establish the character and physical environment within each of the sub-precincts.

The aim is to achieve a high quality, human-scaled urban environment throughout the precinct, with green business-, office-, medical-, research-

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Diagram 80: Urban Design Plan: Form Response

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. A diversity of building typologies, which, regardless of activity and . Establishing a hierarchy of streets. size, respond to the street and establish a positive interface with the . Establishing a public realm pedestrian network and integrating non- street. motorised transport. . Where appropriate, vertical mixed-use buildings enable diversity of activities and include an active base, at the interface with the street and public realm, forming an active edge. 6.3.4 Public Realm, Landscaping and Natural Environment . Business estates or light industrial parks have the office component of their development positioned along the street and / or public open Refer to Diagram 81: Public Environment Plan space edge, to establish a uniform public environment frontage line, forming a positive edge. The creation of a quality public environment and an environmentally sustainable development approach are key components of the urban design Warehousing and light industrial typologies to be set back behind . plan. These include: the office or institutional component and limited visitors parking.

Parking to be well screened and landscaped, and the bulk of the . . Establishment of a quality public realm with directives for achieving parking area to be located at the rear of the building or the desired built form. development. . Key elements of the public environment are designed as outstanding features and landmarks within the precinct that 6.3.3 Circulation and Connectivity establish the desired character and quality of place, and achieve the place-making outcomes. These include the Blaaupan public The circulation and connectivity are formed by a street grid network which park, local neighbourhood parks, a network of pedestrian ways, provides the underlying logic to the development of the precinct. This grid with key pedestrian avenues & boulevards, & local pedestrian links. network is adjusted and reformed to incorporate the adjustments caused by . The central public open space and natural wetland environment existing environmental factors. The street grid allows for: with its various pans, is designed as a determinant of the character of the precinct and its public realm. It is an extensive greenbelt with . Forging the regional linkages and optimising access, particularly natural habitats and parklands, providing a mix of nature areas and with regard to the impact of the proposed PWV 15 freeway. grasslands, recreational value (mostly low-impact) and ecological engineering functions (stormwater flows and impact). Establishing a number of new east-west main routes through the . precinct, crossing the central natural environment. Adding key

north-south linkages, extending the continuity of the existing street 6.3.5 Urban Design Directives Co-ordinate Interventions network. This forms a connected main street grid network that

serves the entire precinct and allows for multi-directional north- The Urban Design Plan is realised by the application of urban design south and east-west movement. This includes the establishment of directives, combined with land use management regulations and form- additional intersections with the existing regional routes, and the based codes. This suite of management and development guidelines is upgrading of existing ones, to support the main movement network. required to ensure that all stakeholders and role-players, like the CoE, . Establishing a local street network, providing access throughout the various provincial and national government departments, residents, sub-precincts and to the regional open space system. workers, users, businesses and community organisations; act in a co-

June 2018 186 GAPP Consortium Aero-Blaaupan Urban Design Precinct Plan ordinated and unified manner to collectively achieve the precinct development vision with its regional public open space system and working environment, located within a green and sustainable development milieu.

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Diagram 81: Public Environment Plan

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6.4 AERO-BLAAUPAN PRIMARY FOCUS crossings to strengthen east-west linkages and accessibility through and into the precinct, as well AREAS AND KEY SUB-PRECINCTS as access to the regional park and associated recreation facilities. The Stanley Road extension across the natural open space system and along the Blaaupan edge to link up with Geldenhyus Refer to Diagram 82: Primary Focus Areas Street has been identified as the priority east-west link, forming the second primary focus area.

Refer to Diagram 83: Aero-Blaaupan Key Sub- The identification of the focus areas is informed by the fact that the CoE’s has development and Precincts with Focus Areas management control is restricted to public open space and street space. There are additional land areas within the precinct, some of which are undeveloped and others undergoing land use change The primary focus areas of the Aero-Blaaupan from agricultural holdings to light industrial development and the establishment of transport logistics Urban Design Plan are first, the central regional activities. The urban design plan has identified these as areas with significant development park and natural open space system, which is a potential, requiring specific attention. defining feature of the precinct; and second, a new east-west road link across the precinct.

The central regional park and natural open space system forms a longitudinal greenbelt that consists of a wetland habitat with a series of waterbodies (pan depressions), surrounding natural vegetation and grassland habitats. The central regional park and greenbelt establishes a continuous and interlinked open space system, which is necessary for the functioning and protection of this ecological area. The urban design plan establishes the formal conservation of these wetlands and associated natural habitats, and their protection by promoting low impact recreational activities and parklands. Two primary focus areas within this regional park and greenbelt include:

. Blaaupan, with surrounding habitat & park. . Parkhaven Pan and its interface with the proposed church development.

Presently the longitudinal greenbelt physically divides the precinct into an eastern half and a western half, as there are no formal east-west road linkages crossing it. The urban design plan proposes a street grid network with a number of Diagram 82: Primary Focus Areas

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Diagram 83: Aero-Blaaupan Key Sub-Precincts with Focus Areas

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Accordingly, design directives are established for these 6.4.1 Blaaupan and Surrounds areas in order to elicit the maximum development potential and enable the granting, subject to due process, supporting land use rights. The key sub-precincts include: 6.4.1.1 Blaaupan Urban Design Plan

. Sub-Precinct 1: Gateway Triangle Refer to Diagram 84: Blaaupan Parkland — Location

. Sub-Precinct 3 (portion of): Atlas Road Activity Refer to Diagram 85: Blaaupan Parkland — Urban Design Plan Spine- GDID Owned Land and surrounds

. Sub-Precinct 5: Brentwood Light Industrial The Blaaupan and surrounds incorporates the existing Pomula Park Nature Reserve and the existing recreational park, which are located at the centre of the regional park. The design and composition of each of the primary focus areas and the key sub-precincts are elaborated upon in greater detail in this section.

The Sub-precinct 1, 3 and 5 have been identified as key sub-precincts as there are vacant landholdings within these areas that require further development guidelines ensure that the spirit and the intent for the precinct is pursued, so that it adds value to the entire precinct and the surrounding areas. Sub-precincts 2 and 6 are predominantly developed and do not need development guidelines and the development interventions required within these sub-precincts have been addressed in the overall precinct planning through the public environment plan and the detailed plans, discussed in the previous sections. Sub-precincts 4 and 7, and landholdings within Sub-precinct 3 has been addressed as part of the focus areas for the Blaaupan and the Parkhaven Pan.

Diagram 84: Blaaupan Parkland — Location

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Diagram 85: Blaaupan Parkland — Urban Design Plan

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The urban design plan for Blaaupan (Pomula) park and nature reserve . Establishment of active edges in the form of a local restaurant and consolidates the existing public park and incorporates the nature reserve, entertainment area, with amphitheatre for outdoor events. enhancing these functions. It proposes: Development of a small waterfront piazza for periodic markets and boardwalk along the water’s edge. . Establishment of a local loop street around the entire perimeter of . Establishment of community facilities cluster: community hall / the parkland, by linking existing local neighbourhood streets and centre, public sport club and swimming pool. upgrading them. This improves access to the facility. . Establishment of nature trail through grassland areas and natural . New developments surrounding the park front on to the loop street, vegetation, combined with raised wooden boardwalks and bird overlooking the street and the parkland, providing improved safety hides at suitable localities within the area. through natural surveillance of the park. . Picnicking areas. . The upgrading of the existing park, allowing for passive recreation Establishment of an outdoor art gallery / sculpture park. uses, including picnicking and fishing, as well as boating on the pan. .

. A pedestrian walkway circling the entire pan and supporting walking The development plan includes the establishment of hospitality and leisure paths. This includes NMT facilities. developments on surrounding properties, which promote economic growth. . The rehabilitation of the pan waterbody and associated natural These could be hotel and conferencing, lodging, environmental vegetation and habitats, as well as the establishment of nature conservation and interpretation centres. The envisaged activities and uses trails. meet a range of recreation needs and re-establishes the natural . The introduction of more intense leisure and recreational activities environmental functions and habitat, protecting and promoting bio-diversity. which are located at key access points to the parkland. These include a local restaurant and entertainment area with an open-air amphitheatre, as well as community facilities such as a community 6.4.1.3 Spatial Configuration hall and recreation centre with swimming pool. Refer to Diagram 87: Blaaupan Parkland — Spatial Configuration

6.4.1.2 Activities and Uses The spatial configuration of the Blaaupan parkland consists of a series of zones within which the various activities and uses are clustered. These Refer to Diagram 86: Blaaupan Parkland — Activities and Uses include:

The following activities and uses are proposed within the Blaaupan . The water edge zone around the perimeter of the pan, which Parkland: includes the loop walkway. . The clustering of more intensive activities at key points, for the . A pedestrian walkway forming a loop around the waterbody. inclusion of leisure, entertainment and supporting sport facilities. . A passive recreation edge along the pan, enabling activities such . Passive recreation areas. as picnicking, informal games, play areas, grassed green space. . Natural habitat and conservation areas. . Establishment of a boat club and facilities.

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Diagram 86: Blaaupan Parkland — Activities and Uses

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Diagram 87: Blaaupan Parkland — Spatial Configuration

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6.4.1.4 Envisaged Environmental Character

Refer to Diagram 88: Blaaupan Parkland — Envisaged Environmental Character

The envisaged environment for the Blaaupan Parkland is shown through a series of example images. The illustrations give an indication of the environmental character, form, materials and landscaping associated with the various activities and uses.

Diagram 88: Blaaupan Parkland — Envisaged Environmental Character

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6.4.2 Parkhaven Pan and Surrounds

6.4.2.1 Parkhaven Pan Urban Design Plan

Refer to Diagram 89: Parkhaven Pan Parkland — Location

Refer to Diagram 90: Parkhaven Pan Parkland Urban Design Plan

The Parkhaven Pan and surrounds incorporates the Parkhaven pan waterbody and its immediate environmental edge. Existing developments in the area have situated themselves as close as possible to the wetland pan, leaving a very narrow open space between the property edges and the waterbody.

The urban design plan for the Parkhaven Pan establishes a parkland with a mix of passive recreation activities and natural habitat conservation areas. These include:

. The establishment of an east- Diagram 89: Parkhaven Pan Parkland — Location west link road that is aligned along the northern edge of the pan parkland. This establishes access to the recreational facilities.

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Diagram 90: Parkhaven Pan Parkland Urban Design Plan

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. The upgrading of the existing parkland edge surrounding the pan, 6.4.2.3 Spatial Configuration allowing for passive recreation uses. Refer to Diagram 92: Parkhaven Pan Parkland — Spatial Configuration A pedestrian walkway circling the entire pan, with improved . landscaping along the edges of adjoining properties. The spatial configuration of the Parkhaven Pan parkland consists of a series . The rehabilitation of the pan waterbody and associated natural of zones within which the various activities and uses are clustered. These vegetation and habitats, as well as the establishment of nature include: trails. . The development of an open air amphitheatre and event space. . The water edge zone around the perimeter of the pan, which includes the circular walkway around the perimeter of the pan.

. Passive recreation areas. 6.4.2.2 Activities and Uses . Natural habitat and conservation areas. Refer to Diagram 91: Parkhaven Pan Parkland — Activities and Uses . Amphitheatre and public events space.

The following activities and uses are proposed within the Parkhaven Pan parkland:

. A pedestrian walkway forming a loop around the waterbody. . Establishing passive recreation areas around the pan, forming an activated edge along the pan, with activities such as picnicking, informal games, play areas, grassed green space etc. . Establishment of an open-air amphitheatre for outdoor events. It is envisaged that this would form the interface with the adjoining church building. . Establishment of a nature trail through grassland areas and natural vegetation, combined with raised wooden boardwalks and bird hides at suitable localities within the area. . All new developments surrounding the park are to front on to the loop street, overlooking the street and the parkland, providing improved safety through natural surveillance.

The envisaged activities and uses meet a range of recreation needs and re- establishes the natural environmental functions and habitat of the pan, protecting and promoting bio-diversity.

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Diagram 91: Parkhaven Pan Parkland — Activities and Uses

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Diagram 92: Parkhaven Pan Parkland — Spatial Configuration

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6.4.2.4 Envisaged Environmental Character

Refer to Diagram 93: Parkhaven Pan Parkland — Envisaged Environmental Character

The envisaged environment for the Parkhaven Pan parkland is shown through a series of example images. The illustrations give an indication of the environmental character, form, materials and landscaping associated with the various activities and uses.

.

Diagram 93: Parkhaven Pan Parkland — Envisaged Environmental Character

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6.4.2.5 Central Green Spine Pedestrian be in the form of raised wooden boardwalks, and the provision of bird hides at suitable locations within the Network wetlands. This could be combined with interpretive and educational material on environmental conservation and sustainability. Refer to Diagram 94: Central Open Space Pedestrian Network The illustrations give an indication of the environmental character, form, materials and landscaping associated with the pedestrian network. The proposed extent of the central spine parkland and open space system for the The pedestrian network affords access by local residents and workplaces to this environmental and precinct largely corresponds with the system recreational amenity. They also allow for the activities to be spread out and for the facility to be used at of Critical Biodiversity Areas (CBAs) and different periods of the day and the week. Ecological Support Areas (ESAs) of the precinct. The open space development consolidates these, with a focus on the existing freshwater features, the wetlands and pans, as well as natural habitat and grassland areas.

The open space network will not merely be limited to being an environmental reserve, a conservancy of wetland and grassland, but also includes active and passive recreational activities that are compatible with the environmental imperatives. Activities such as outdoor play, picnic areas and pedestrian movement, as well as limited boating and fishing activities are envisaged.

The urban design plan establishes a centralised pedestrian network throughout the entire central spine parkland and open space system, linking all the pans within the area. Additional streets are also identified as priority pedestrian avenues, which establish the pedestrian path continuity where the wetlands do not allow for such links. The pedestrian path is to be multi-functional and accommodate walking, running and cycling. It is to include nature trails within the Diagram 94: Central Open Space Pedestrian Network grassland areas, where the pathway would

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6.4.3 Sub-Precinct 1 — Gateway Triangle Design Directives per CAA standards. The directives ensure development consistency of a natural and parkland landscape that reflects its design as a business park. They encourage visual continuity of the architecture in terms of mass, scale, 6.4.3.1 Location, Urban Design Plan and Precedents materials, and colour, realising a quality built form. They promote the inclusion of green building and sustainable design principles to achieve an Refer to Diagram 95: Gateway Triangle — Location environmentally sustainable development.

Refer to Diagram 96: Gateway Triangle — Urban Design Plan and The design directives encompass movement and pedestrian connections Precedents and thoroughfares; establishment of gateways; building form response and design for safety; public realm, placemaking and landscaping; architectural Refer to Diagram 97: Gateway Triangle — Design Directives response; specification of building frontage; and parking.

The urban design plan for the Gateway Triangle (Sub-Precinct 1) proposes the establishment of a business park development. The layout of the business park is predicated on a local street grid, which promotes linkages to adjoining areas and improves accessibility. The buildings are focused on two central public places that provide a recreational amenity and form an integral component with the pedestrian paths, establishing a quality public realm. The latter forms a northerly axis through the precinct and includes east-west links.

The envisaged land use activities include active frontages and colonnades surrounding the internal public squares. The building developments are mixed-use with retail and business activities at street level, and offices, commercial and institutional uses above.

6.4.3.2 Design Directives

Refer to Diagram 97: Gateway Triangle — Design Directives

The purpose of the design directives is to achieve a high-quality business park environment to serve the CoE and to ensure that the development reflects the envisaged character of the precinct plan. This includes a perimeter block urban form, with internal courtyards and the buildings overlooking treelined streets and pedestrian avenues. The building height promotes a human-scaled environment (2 – 6 storeys), with accentuated corners. A major landmark site is the triangular site at the freeway Diagram 95: Gateway Triangle — Location interchange. This is to include a landmark building of maximum height as

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Diagram 96: Gateway Triangle — Urban Design Plan and Precedents

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Diagram 97: Gateway Triangle — Design Directives

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6.4.4 Sub-Precinct 3 — Atlas Road Activity Spine: Publicly Owned public realm with landscaping and encourage visual continuity of the Land Design Directives architecture in terms of mass, scale, materials, and colour, realising a quality built form. They promote the inclusion of green building and sustainable design principles to achieve an environmentally sustainable development. 6.4.4.1 Location, Urban Design Plan and Precedents The design directives encompass movement and pedestrian connections and thoroughfares; establishment of gateways; building form response and Refer to Diagram 98: Publicly-Owned Land and Surrounds — Location design for safety (natural surveillance); public realm, placemaking and landscaping; architectural response; specification of building frontage; and Refer to Diagram 99: Publicly-Owned Land and Surrounds — Urban Design parking. Specific aspects include: Plan and Precedents

Refer to Diagram 100: Publicly-Owned Land — Design Directives

The urban design plan for the publicly owned land within the Atlas Road Activity Spine precinct (Sub-Precinct 3) proposes the establishment of a mixed-use and office park environment. The layout of the development is centred on a public open space, forming a knuckle with pedestrian links radiating to the adjoining areas. Mixed-use buildings front on to Atlas Road, with retail activities on the ground floor. The remainder of the buildings frame the street space, pedestrian ways and the central public space.

The envisaged land use activities include active frontages and colonnades along Atlas Road, forming the activity spine; as well as edging the public space and along the pedestrian links. The building developments are mixed- use in nature with retail and business activities edging the public realm, and offices above. The remainder are commercial and institutional office park buildings.

6.4.4.2 Design Directives

Refer to Diagram 100: Publicly-Owned Land — Design Directives

The purpose of the design directives is to achieve a high quality mixed-use development that reflects the envisaged character of the precinct plan. This includes a perimeter block urban form, with internal courtyards and the Diagram 98: Publicly-Owned Land and Surrounds — Location buildings overlooking treelined streets and pedestrian avenues. The building height promotes a human-scaled environment (3 – 4 storeys; height as per CAA standards). The directives ensure the establishment of a quality

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. Incorporation of a central public square and small park to allow for . Vertically mixed-use activities within the buildings, utilising upper public events and gatherings, theatre and occasional markets. floor space for offices, institutional and other activities . The establishment of an “open air” environment, where pedestrian . Given the public transport facilities and access, reduced parking ways are lined with shade trees, seating areas, lighting and other ratios should be considered by the CoE. pedestrian-serving street furniture. Provisions for fixed or . The following urban design policy guidelines apply: (1aii) retractable weather protection devices to be included. Pedestrian Linkages; (1B.) Visual Connections; (2B.) Building Establishment of colonnades and / or overhangs. Position; (2C.) Comfort; (2D.) Safety- Natural Surveillance; (2E.) . Active edges: Building form edges and frame the public spaces with Parking Placement; (3A.) Mixed-use; (3B.) Active Base; (4A) shops fronting on to and overlooking the public environment Pedestrian Priority; (4B) Dedicated Systems; (5A) Human Scale; . The potential incorporation of community facilities if required. These (5B) Legibility; (5C.) Public Space & Structure; (6A) Efficiency & could include a community centre, library and post office. Natural Climatic Responses; (6B) Green Infrastructure; (6C) Harnessing Nature- Renewable Energy & Rainwater Harvesting

Diagram 99: Publicly-Owned Land and Surrounds — Urban Design Plan and Precedents

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Diagram 100: Publicly-Owned Land — Design Directives

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6.4.5 Sub-Precinct 5: Brentwood Light Industrial Design Directives . The streets are to be developed to a standard of appropriate road width and load bearing capacity according to the envisaged vehicle types. The streetscape is to include pedestrian paths and be lined 6.4.5.1 Location, Urban Design Plan and Precedents with trees to establish a quality public environment. Parking is to be appropriately screened and landscaped. Refer to Diagram 101: Brentwood Light Industrial — Location . The developments are to maintain a uniform edge along the street front by placing the office component at the street front of the Refer to Diagram 102: Brentwood Light Industrial — Urban Design Plan property, establishing a positive edge. The industrial building is set

back from the street. The urban design plan proposes the establishment of a complex of light industrial parks and estates within this sub-precinct. This consolidates the existing activities and extends these with light industrial and services industries, informed by sustainable development principles. The layout and design encompass lower building density, with land area set aside within developments for open space, green belts and the incorporation of environmentally sensitive areas. The envisaged developments are to be well-designed, informed by an overall design and architectural code, incorporate green building development principles, and landscaped public realm with tree-lined streets and pedestrian avenues. This establishes a distinctive character for the precinct and provides a unique market differentiator, potentially attracting additional industrial development because of the enhanced design.

6.4.5.2 Design Directives

Refer to Diagram 103: Brentwood Light Industrial — Design Directives

The design directives aim to achieve sustainable light industrial and service industry developments, informed by:

Diagram 101: Brentwood Light Industrial — Location . An overall lower building density and architecturally harmonious built form, with a higher percentage of open space within the site. . The establishment of a street grid, incorporating the existing grid pattern and expanding this. The grid system enables optimisation of the property size and its shape, as well as incorporating flexibility to subdivide (or consolidate) into larger or smaller sites, in response to changing market conditions.

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. The properties facing on to the central open space system require  required road widenings and identification of areas for new to place their office component at the street front edging the open road reserves. space. This establishes a positive edge along the open space  specifications regarding type of fencing and quantity. system and provides for overlooking and natural surveillance;  landscaping requirements per site (20%). . Maintain a uniform edge along the street front by placing the office component at the street front of the property, establishing a positive The design directives enable the establishment of a quality light industrial edge; park environment that ensures its compatibility with surrounding land uses . Appropriate performance standards are to be established and and forms a positive interface with the central open space system of the associated laws to be adhered to, which include: setbacks, buffers, wider precinct. landscaping and planting, light and glare, noise, vibration, pollution (air, land, water), odour, heat and humidity, electric interference, radiation, outdoor storage and waste disposal, traffic management, fire protection and prevention, and potential explosive hazards and toxic materials; . Establishment of a development manual, describing the type and character of industry to be developed, guidelines for building construction, environmental considerations and stormwater management, buffer zones, and general aesthetics. The design codes give potential investors and developers the assurance that their investments will be protected as new developments must adhere to the same requirements and standards; and . Specific design directives, as outlined in Diagram 103: Brentwood Light Industrial — Design Directives, include:  movement and pedestrian connections and thoroughfares;  building form response and design for safety (natural surveillance);  establishment of gateways  public realm, placemaking and landscaping – establishment of a central boulevard, which form the central public environment feature of this sub-precinct;  establishment of a landscaping zone with pedestrian environment and pocket parks or local piazza’s.  require architectural response and landmark features.  specification of the building frontage line.  parking requirements.

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Diagram 102: Brentwood Light Industrial — Urban Design Plan

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Diagram 103: Brentwood Light Industrial — Design Directives

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Principles applied to industrial and residential interface:

1. Consolidation of residential and industrial into larger areas; 2. Separate accesses promoted between residential and industrial buildings; 3. Traffic calming control measures in residential areas (i.e. intersection chocking at main entrances, street lane narrowing with wider sidewalks, vertical elements like trees to reduce the optical width’, tighter corner curbs, change of surface strips); 4. Raised medians for pedestrian crossings between industrial and residential areas; 5. Appropriate screening of parking areas and light industrial buildings through hedges and tree planting on street frontages and at industrial/residential building interfaces; 6. Industrial buildings and residential buildings to placed onto street edges where industrial sites abut the residential sites to allow for larger ‘backyard’ areas for landscaping between the industrial and residential buildings; 7. Noise and air pollution must be managed in light industrial areas.

Diagram 104: Design Directives for Industrial and Residential Interface

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6.5 PUBLIC ENVIRONMENT URBAN DESIGN DIRECTIVES Besides the management and maintenance aspects, there are three key elements that influence the public realm:

6.5.1 Public Environment Components . The buildings that enclose and define the space. By fronting directly onto the street and public space, they establish a street frontage Refer to Diagram 105: Aero-Blaaupan Public Environment Components and ensure active edges to the public space. This also concentrates pedestrian activity, encourages overlooking or natural policing of The Aero-Blaaupan Precinct public realm plan comprises the streets of the public areas and allows activity to spill outwards onto the sidewalk precinct, the central natural and parkland open space greenbelt – the all of which stimulates the vibrancy of the public environment. regional park, local public parks and public squares, and pedestrian paths The character of the space itself. (walkways and sidewalks) that are openly accessible to the general public. . The public realm is the key element that enables and directs people in the . How the users utilise and experience the space. utilisation and experience of the envisaged development of the Aero- Blaaupan precinct with its recreational, working and living environments. Specific design attention is to be given to: The various components of the public environment enhance the development plan to establish a liveable urban precinct focused around a . Street furniture such as bins, bollards, benches and bus shelters, central regional urban park and natural environment. . Paving and landscaping including sidewalks, parking lanes, road crossings, street trees, and road and rail reserves. A high quality public realm, that is functional, landscaped, safe, clean, well- lit and well managed in terms of maintenance and security, is vital to . Lighting for street lights and accentuation of works of art, specific establishing liveable and thriving urban places. buildings, and underpasses. . Infrastructure structures such as water towers, attenuation ponds, Establishing and investing in quality public space generates tangible, manholes and inspection plates and ICT structures (e.g. cell-phone financial and socio-economic benefits. It stimulates the visitor, employment masts). and residential economy, improves property values and attracts consumers . Street typologies and sections, including traffic circles, intersections for local businesses. This boosts economic activity, creates investor and and bridges. development confidence and becomes a development catalyst by Signage for visitor information and direction as well as legal signage stimulating inward investment. This is particularly relevant to the . for traffic control. establishment of the central regional park within the precinct, consisting of a mix of recreation areas and natural habitat of wetlands and grasslands. In all cases above a standard template of designs are to be developed and This gives Aero-Blaaupan a unique character, enabling the precinct to in select cases unique artistic versions are to be designed to turn these differentiate itself from the surrounding areas, offering a niche business features into public works of art. development opportunity and becoming a destination due to the regional recreation facility of the central open space greenbelt.

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Diagram 105: Aero-Blaaupan Public Environment Components

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6.5.1.1 Main Pedestrian Network 6.5.1.2 Public Spaces, Edges, Gateways and Landmarks

Refer to Diagram 105: Aero-Blaaupan Public Environment Components The key elements within the public environment network of the Aero- Blaaupan precinct, which support in establishing the envisaged urban The pedestrian network consists of a series of pathways, which assist character and place-making, are: people in orientating themselves and linking them with the key activity areas and to the public spaces and facilities that make up the precinct. . A series of local public spaces (either local parks, squares or piazzas). These are situated at key points within the sub-precincts, The main pedestrian network is located within the central open space which are concentrations of activity and facilities, that provide the greenway, which forms a continuous route in a longitudinal direction. Each focal points of the sub-precincts in which they are located; of the pans are included in the pedestrian system with the pedestrian path Active edges are promoted along the main pedestrian linkages of looping around them. This pedestrian network is the primary element of the . the open space system along the north-eastern perimeter of public realm, which has links to all the sub-precincts. Blaaupan, and along selected pedestrian routes within the sub-

precincts; A secondary pedestrian network aligned with the proposed street grid, forges east-west paths, establishing linkages public realm spaces in the . A number of edges have been identified where the buildings of new surrounding sub-precincts. These include local public squares, local parks developments require to front on to the street and adjoining public and pedestrian avenues. The latter are wide, treelined walkways, forming a open space. The fencing along these properties also requires to be pedestrian boulevard. Cycling and jogging are also activities included in it permeable, to support the overlooking and natural surveillance. as part of the non-motorised transport system. These are proposed along the following edges: Blaaupan; Parkhaven pan; southern perimeter of Bonaero Park pan; along the The proposed pedestrian network establishes a walkable public entire eastern perimeter of the open space system; along the entire environment. It also includes links to the public transport facilities which are western perimeter of the open space system, around the pans and a maximum of a 10-minute walk (800m) from any point along the pedestrian adjoining parklands; network. . A series of gateways have been defined which signify the entrances and exits to the central public open space / regional urban park. The Active edges are promoted in key areas along the pedestrian network and gateways are important elements of place making, identity and in various sub-precincts, to ensure a positive interface with the public imageability, and can include public art; and environment and establish natural surveillance for improved safety and . Landmarks are design features that act as focal points, meeting security. places, terminal points of vistas and elements of orientation. These are included as special features in the precinct plan and can be in the form of landmark sculptures, iconic buildings, and special or unique destination places (for example the triangular development site in the Gateway Triangle precinct). These are to be provided as focal points of the identified gateways and public squares. For example, the public space within the gateway Triangle sub-precinct should be provided with significant works of public art, as well as within the other precincts.

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6.5.1.3 Regional Park, Recreation and Natural Public Open Space

The key feature of the public realm plan is the central open space greenway, which includes a series of parks, recreation areas and the natural open space wetland system. This regional urban park allows for passive recreation and leisure activities, integrated with the conservation and preservation of a wetland and grassland nature system.

A series of secondary public spaces and local parks are proposed within the sub-precincts.

Integrated with this public open space system is the network of treelined streets in the form of boulevards and avenues, including the pedestrian walkway within Mirabel Street and other pedestrian routes. The latter are all generously landscaped with formally planted street trees that define the street hierarchy and the pedestrian sidewalks. The landscaping, including the appropriate establishment of medians, combined with the extensive treelined streets and pedestrian paths, extends the “green” network throughout the precinct from the central regional park into the adjoining sub- precincts.

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6.5.2 Priority Streetscapes and . Service locations to be coordinated by architects or urban designers and agreed by engineers. Pedestrian Links The typical streetscapes of four priority streets are illustrated in the relevant diagrams. These are Refer to Diagram 106: Priority Street and considered to be key interventions that will act as a development catalyst in their respective sub-precinct. Pedestrian Interventions They include:

The streets within the precinct are regarded Mirabel Street and Lanseria Road; more as mere movement systems; they form . an integral component of the public . Geldenhuys Street; environment. . Pedestrian Link with Church; and . Road No.5. Consequently, the pedestrian sidewalks, the landscaping and trees, and the relationship of buildings to streets, creates a unique sense of place, promotes walkability and access, and introduces efficiencies in the supply of services.

The careful positioning of buildings creates active edges, directs pedestrian movement, improves safety through overlooking and injects an element of vibrancy and atmosphere creating a unique identity and user experience.

The principles of developing appropriate streetscapes are:

. The use of consistent street section configurations for all categories of roads. . The use of a consistent palette of street furniture. . The planting of trees along all the streets, creating avenues and an

extensive canopy, forming a “green” network. Diagram 106: Priority Street and Pedestrian Interventions

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6.5.2.1 Mirabel Street and Lanseria Road — Pedestrian Avenue 6.5.2.3 Pedestrian Link with Church

Refer to Diagram 107: Streetscape — Pedestrian Avenue: Mirabel Street Refer to Diagram 109: Streetscapes — Pedestrian Link with the Church and Lanseria Road A dedicated pedestrian link is to be established from the Blaaupan in a A major pedestrian way is to be established within the road reserve of south-west direction to the proposed church building situated on the edge Mirabel Street and its extension of Lanseria Road. This pedestrian avenue of the Parkhaven pan. This integrates the church and its environs as part of forms a linear open space link between the Bonaero Park pan and the public realm and the wider pedestrian system, and provides a direct Blaaupan. The components of this streetscape include: pedestrian way between the two pans and their parklands. It is envisaged that a pedestrian right of way servitude of 5m along the existing property . The existing local neighbourhood street is retained (7m width in boundaries be instituted on both sides, to form a 10m wide servitude. The total), with one lane in each direction. The road tarmac is to be pedestrian walkway specifications are: refurbished. . The total road reserve is 31.3m. . 10m reserve width. . 2.5m landscaping zone (median) on either side of the roadway. . Dedicated pedestrian way, vehicular traffic prohibited. . Establishment of a 20m wide linear park and pedestrian way. This . A 4m wide pedestrian path at the centre of the walkway servitude. includes linear parks, pedestrian path and a cycle lane. . Two 1m wide landscaped medians on each side, with a single row . Potential inclusion of public transport stops in the landscaping zone of trees in each median. as lay-byes at relevant intervals along the pedestrian avenue. This . The central walkway and landscaped medians are flanked by a zone could also accommodate on-street parking. cycle lane on either side. These are 1.5m wide, leaving an outer . Extensive landscaping and tree planting to form the avenue. landscaping edge of 1m on each side.

6.5.2.2 Geldenhuys Street and Busschau Road — Perimeter Street along 6.5.2.4 Industrial Estate Boulevard — Road No. 5 Pan Refer to Diagram 110: Streetscapes — Industrial Estate Boulevard Road Refer to Diagram 108: Streetscapes — Pan Perimeter Street: Geldenhuys No. 5 Street and Busschau Road The precinct plan proposes the establishment of an industrial park Geldenhuys Street and Busschau Road form an important street and public environment within Sub-precinct 5 (Brentwood Light Industrial). This environment link along Blaaupan parkland. This street performs the dual includes the establishment of improved road infrastructure with the function of local access route and that of a boardwalk along the public open establishment of avenues that function as the collector roads. The main space and water edge. For this reason, the street space is predominantly collector road within the precinct is Road No. 5, which is to be upgraded and dedicated to tree-lined pedestrian and cycle walkways (7.8m) on either side widened to form the main industrial estate boulevard. of the road tarmac. The latter is restricted to one lane in each direction with one-side of on-street parking (9.8m). A total of 16.4m of the total of 22m road reserve is dedicated to the pedestrian environment.

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The envisaged specifications of the boulevard are: The proposal establishes two distinctive mobility route parkways, which do not restrict the mobility function of the routes but establish a distinctive . 22m wide road reserve; this will require a 4.6m widening of the character. street on both sides (the existing road reserve width is 12.8m)

The road consists of 2 lanes in each direction (total width of 12.8m) . . No central median. . A 4.5m wide pedestrian walkway on each side. This includes a tree- lined median on each side, 1m and 0.6m respectively, with a single row of trees on the inside median. The pedestrian walkway width is 3m and is sufficiently wide to include a dedicated cycle lane if required. . Public transport stops can be included in the pedestrian zone as lay-byes at relevant intervals along the avenue.

6.5.3 Mobility Route Parkways

Refer to Diagram 111: Streetscapes — Mobility Route Parkways

The existing Atlas Road and Great North Road are major regional mobility routes, which serve as the major access routes into the precinct. The existing public environment along these routes is under-developed and consists mainly of grassed areas. In their present state these do not add to the place identity and imageability.

The mobility routes are located within a 60m wide road servitude. The extensive space and the need to improve the imageability of the precinct presents the opportunity to undertake public environment upgrades and introduce tree-planting and landscaping. The envisaged specifications are:

. Retention of the existing tarred roadway. . Formalisation of the central median and the introduction of a double row of street trees. . The establishment of a pedestrian pathway on both sides along the outer edge of the road reserve. These are a total width of 6m, a 4m pedestrian path (with cycle lane), combined with a landscaped and treelined median on either side of 2m.

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Diagram 107: Streetscape — Pedestrian Avenue: Mirabel Street and Lanseria Road

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Diagram 108: Streetscapes — Pan Perimeter Street: Geldenhuys Street and Busschau Road

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Diagram 109: Streetscapes — Pedestrian Link with the Church

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Diagram 110: Streetscapes — Industrial Estate Boulevard Road No. 5

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Diagram 111: Streetscapes — Mobility Route Parkways

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6.5.4 Street Furniture and Signage . Signage for visitor information and direction as well as legal signage for traffic control. Refer to Diagram 112: Street Furniture Palette In all cases above a standard template of designs are to be developed and Refer to Diagram 113: Signage and Way-Finding Palette in select cases unique artistic versions are to be designed to turn these features into public works of art. Templates with regard to street furniture, An integral component to establishing a quality public environment within and signage are outlined in the following diagrams. the Aero-Blaaupan Precinct includes the provided street furniture, the signage and materials. These not only determine the physical qualities but also inform the overall user experience. The urban design plan for the Aero- 6.5.5 Public Installations, Art and Edges Blaaupan is to establish a comfortable and stimulating public realm that encourages social interaction and creates a walkable environment. Refer to Diagram 114: Public Installations and Art

The public environment needs to be landscaped, well lit, clean and well Refer to Diagram 115: Edges — Boundaries and Gateways managed in terms of maintenance and security. The intention is to encourage people not just to move through the area but to utilise and spend An integral experience of the public realm is the inclusion of public time in the streets, parks, recreation areas, the regional park and nature installations and of public art to provide interest, diversity of activities and areas, the piazza’s and squares. The more time people spend in the public education. Some examples of public installations and art are shown in the realm, the more vibrant the street life becomes, the safer it becomes, the following diagrams. These typically include outdoor sculptures, play areas, greater the social well-being and the greater the stimulation of the local outdoor gyms, running and cycling, boating and other activities. economy. The treatment of the edge conditions between the sub-precincts and the Besides the management and maintenance aspects, such a public public open space system also add to the quality and experience of the environment can be created by placing buildings directly on to the street public realm. The following diagrams show how boundaries become an front and ensuring active edges of these buildings. This concentrates integral feature of the landscape, forming a visual element that forms a pedestrian activity, encourages overlooking and natural surveillance of sculpture in the landscape, as opposed to just being a functioning security public areas and allows activity to spill outwards onto the sidewalk and into fence. Similarly, gateways are highlighted that are celebrated features in public spaces, all of which stimulate a vibrant public environment. This their own right. applies to the edges of recreational areas and parkland.

Specific design attention is to be given to:

. Street furniture such as bins, bollards, benches and bus shelters; . Paving and landscaping including sidewalks, parking lanes, road crossings, street trees, and road and rail reserves; . Sighting for street lights and accentuation of works of art, specific buildings, special features; and

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Diagram 112: Street Furniture Palette

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Diagram 113: Signage and Way-Finding Palette

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Diagram 114: Public Installations and Art

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Diagram 115: Edges — Boundaries and Gateways

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6.6 CONCLUSION . The development of mobility route parkways;

The Design Directives give specific direction with regard to the design . Palettes for street furniture and signage; and layout, design and activity pattern of the precinct and certain focus areas . Examples of public installations, art and edges. (undeveloped / underdeveloped / key features that would bolster the precinct). A detailed implementation strategy for the Aero-Blaaupan Precinct plan forms the next chapter. This will consist of the identification of capital Design directives and development detail, encompassing the physical projects or interventions, undertaking development facilitation, further components and an urban design plan, the spatial structure and land use investigations and / or feasibility studies, and specific actions and activities, the pedestrian network and vehicular movement, specific design development programmes for the publicly owned land within the precinct. directives and the envisaged urban character, are established for the An implementation programme with estimated costs, responsibilities, following focus areas: priorities, time-frames and risks will be established for each of the categories.

. Blaaupan and surrounds;

. Parkhaven Pan and surrounds; . Central Green Spine Pedestrian Network; . Sub-Precinct 1: Gateway Triangle Design Directives; . Sub-Precinct 3: Atlas Road Activity Spine: Publicly Owned Land Design Directives; and . Sub-Precinct 5: Brentwood Light Industrial Design Directives

A set of public environment urban design directives is established, outlining where the public environment components are to be physically developed and outlining how these should be designed. They include:

. An overall public realm plan; . The main pedestrian network; . Public squares, edges, gateways & special features; . Regional park, recreation and natural public open space; . Priority streetscapes and pedestrian links for:  Mirabel Street and Lanseria Road- Pedestrian Avenue;  Geldenhuys Street and Busschau Road- Perimeter Street along the pan;  pedestrian link with the possible church and pans;  Industrial Estate Boulevard- Road No. 5

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7 IMPLEMENTATION STRATEGY . institutional arrangements and capacity required to implement projects, and

7.1 INTRODUCTION 7.1.3 Section Outline

7.1.1 Aim This section is structured as follows:

The aim of the implementation strategy is to deliver: . Introduction.

. Implementation Strategy: A Series of Parallel Components . Catalytic physical development projects; . Catalytic Interventions and Key Projects: Including the identification Urban management and maintenance actions; and . of due diligence aspects and outlining the type of interventions: Further development facilitation; set within a co-ordination .  Design and Deliver- Key Capital Projects programme including prioritisation, phasing, broad time-frames, estimated costs and identified implementation agents. In addition,  Plan and Promote - Key Initiatives recommendations regarding institutional arrangements are also  Illustrate and Facilitate - Key Initiatives made, to integrate the implementation strategy with overall service . Strategic Initiatives to Continue Development Momentum: delivery and CoE development initiatives.  Development Strategy for Areas in Transition  Precinct Roads Master plan 7.1.2 Components  Incremental Infrastructure Services Upgrades and Expansion The implementation strategy includes the following components: . Urban Design Precinct Plan Custodian and Implementation Agent:

 Agency Options . an action plan or identifying key catalytic projects and phased actions including all necessary road and engineering services  Agency Functions infrastructure, . Institutional Structures and Project Implementation Business Plans, . possible development phasing and time frames, including: . providing preliminary costing and funding recommendations for  Infrastructure Co-Ordination Task Team proposed short term projects and initiatives,  Land-Legal Facilitation Task Team . a description of required urban management arrangements that  Ekurhuleni Urban Design Advisory Committee (EUDAC) could be considered to guide implementation and establish on- . General Municipal Urban Management and Management Districts going management requirements, structures and procedures,  General Municipal Urban Management . identifying implementing agents (private or public – which sphere of Management Districts government or government agency or company) and possible  partnerships, and  Other Urban Management Partnerships

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. Project Implementation Business Plan Preparation  The Management Plan  The Financial Plan  The Marketing and Communication Plan  Institutional Arrangements . Conclusion: Priority Actions

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7.2 IMPLEMENTATION STRATEGY: A SERIES OF PARALLEL . Erf 288 Pomona Estates AH: 9.4 ha; protruding into Blaaupan. COMPONENTS Indirect control of the CoE over the land, as it was sold to a private owner, subject to a title deed condition that the property must be The implementation strategy is aimed at directing the development process improved within a certain period, or the property will revert back to into a series of actionable outcomes. These interventions are to attract and the municipality. If the developer has not met with the title deed enable resources and physical developments which turn the spatial requirements, the undeveloped property referred to may be development plan into a physical reality. reclaimed by the CoE. This is at present under investigation.

The implementation strategy consists of four parallel components: A further two undeveloped land-parcels are owned by provincial government institutions: . Catalytic Projects and Interventions. . Supporting Initiatives that promote ongoing development of the . Erven 10, 11, 12 and 13 Caro Nome Agricultural Holdings; 10.4 ha; precinct plan. is owned by the Gauteng Department of Infrastructure . Development Co-ordination, Facilitation and Implementation. Development GDID: . Institutional and Management Structures. . Portions 29, 30, 38 and 78 of Erf 64 Farm Witkoppie; 25.3 ha; is owned by the Gauteng IDZ The above are elaborated upon in greater detail in sections which follow. In summary, 142.2 ha (21%) of the total 674 ha precinct land area is owned publicly (16% CoE and 5% provincial), leaving the remaining 79% in private 7.3 CATALYTIC INTERVENTIONS AND KEY PROJECTS ownership.

The situation leaves the CoE with limited scope of undertaking direct 7.3.1 Overview property development projects within the precinct. There are two areas of focus: The implementation of the Aero-Blaaupan urban design precinct plan will be largely through initiatives by the public (CoE) and the private sectors that . The establishment and renewal of the Blaaupan Park and undertake specific interventions. These are either physical capital projects Recreation Facility (Pomula Park), which has been identified as a or further studies and investigations that plan and promote either projects key asset within the precinct. and / or prepare land for development in accordance with the precinct plan. . Erf 288 Pomona Estates: Ensure development compliance in accordance with agreements of sale; focusing the development on In the Aero-Blaaupan precinct, the CoE’s land-ownership is limited to three Leisure, Hotel, Conferencing facility with a cultural component. land parcels: Accordingly, the envisaged critical interventions and key initiatives will focus . The Reed Pan: 27.3 ha; Erven 933 and 1038 Bonaeropark; on a supporting role, whereby road, engineering and environmental . The Blaaupan nature reserve and park: 69.8 ha; Portion 82 of Erf infrastructure and services are consolidated and improved, to strengthen 64 and Portion 18 of Erf 66 Farm Witkoppie; development conditions to enable land-owners to redevelop their properties according to the precinct plan proposals.

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A key strategy of the precinct plan is the establishment of the Aero-Blaaupan 7.3.2 Due Diligence Components Impacting Interventions Regional Park and Nature Reserve / Greenbelt, an envisaged central regional park and natural open space system, creating a destination The following critical due diligence components must be considered with address with a unique identity and regional function. Combined with regard to the overall development of the precinct. Their potential impact on infrastructure and services improvements, the granting of additional the identified catalytic projects and initiatives must be assessed. development rights, it will realise a quality public destination and establish a . favourable property development environment. This positions the precinct as a destination of choice amongst residents and businesses for location, 7.3.2.1 Sensitive Natural Environment- EIA Investigations attracting development, growing the economy and raising property values. . The proposed Aero-Blaaupan urban design precinct plan has taken The implementation strategy also focuses on the establishment of into consideration and incorporated the sensitive environmental partnerships with the Gauteng IDZ and the GDID to realise the development components of the precinct and its surrounds into the development potential of their properties as outlined in the precinct plan. proposals. Given the extent of the environmental systems within the precinct and beyond, it is recommended that appropriate In the context of resource scarcity within the public sector, the selection of environmental assessment investigations are undertaken at the specific interventions is important. In this context, the spend of the limited project assessment and implementation stage. The requirements resources of the CoE must not only meet identified priority needs and for an EIA are determined by current legislation and must be shortfalls, but also promote and stimulate further public and private sector adhered to. investment and development. This is a catalytic approach and has the The ward councillor and residents at the community meetings have potential to build a self-sustaining development momentum. The selected expressed that the northern most pan in Bonaero Park Extension 1 CoE priority interventions therefore need to be catalytic in nature. is polluted due to poor maintenance of infrastructure, which caused In the case of potential private sector catalytic interventions, the CoE’s role a sewerage leak into this pan. As it’s a maintenance issue it’s not is two-fold. The first is to act as oversight ensuring that the urban design addressed as part of the Implementation Strategy, however as part precinct plan is being adhered to. The second is to potentially establish a of the due diligence and urban management, this problem must be developmental partnership, where both public and private sector realise an properly appraised and attended to appropriately . initiative together. This is done through a process of collaboration, Due to the fact that pans are closed systems and identifying that negotiation, the granting of development rights and possible development . some of the pans within the precinct have been polluted in the past, incentives. The opportunity identified in this regard for the Aero-Blaaupan part of the EIA undertaking should be the strategy of rehabilitation precinct is the establishment of a green industrial park in collaboration with of the pans and wetland system on a regional level. the land-owners in Sub-precinct 5. The CFC property is also a specific focus, as proposals for development have been submitted. These opportunities are to be explored and assessed on a case by case basis; as 7.3.2.2 Gauteng Strategic Road Network (GSRN): Impact of the PWV 15 the development of the precinct unfolds over time in accordance with market Alignment conditions. Final approval of proposals will be undertaken through the

EUDAC review process, subsequent to the approval of the Aero-Blaaupan Urban Design Precinct Plan. . The proposed PWV 15 road centreline (CL) alignment and interchanges have not been finalised by Gautrans (March 2018). Gautrans is in process of appointing consultants to finalise the detail

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design. The potential impact of the detail design of the PWV 15 on 7.3.2.3 Precinct Stormwater Management Plan the precinct is as follows:  The PWV 15 centreline (CL) could move slightly to the east . The impact of stormwater runoff within the precinct has been or west within a 200m corridor to minimize the impact on identified as a major concern. The ward councillor for the area and the wetland. This could impact on the precinct area, size of residents at the community meetings have specifically raised this the erven and position of roads and intersections; issue. Flooding in areas within the precinct and further downstream  This could also impact on the spacing between of the precinct have occurred at various times. There is the concern intersections; and that if no comprehensive stormwater management strategy and associated measures are put in place, that this situation will worsen The interchange layouts of the PWV 15 with Great North  with the new development proposals. Road and K86 have not been finalised. . It is also noted that there is a natural watershed within the precinct. This is located between Blaaupan and the northern pan (Bonaero The detail design of the PWV 15 would also require a . Park Ext.1). This means that the precinct has two hydrological comprehensive Environmental Impact Assessment, given that the system outflows, one north and one south. The inflows into the existing freeway proposal is aligned longitudinally through the wetland systems are not only from within the precinct but are also wetland. It is noted that in this context the precinct plan’s from the ORTIA airport land and Bonaero Park (adjoining areas to environmental assessment recommends that the proposed PWV the west) and from the Brentwood Agricultural Holdings (adjoining 15 alignment be realigned to the east of the central wetland and areas to the east). pan system, in order to avoid the loss of wetland habitat and alteration of hydrology. This approach is supported by the CoE . For these reasons it is recommended that a comprehensive Department of Environmental Resource and Waste Management. Stormwater Management Plan be prepared for the applicable catchment area, which is larger than the existing precinct boundary. There are already existing stormwater impacts, with flooding taking . This study should be undertaken in conjunction with the place within the precinct on occasions (also downstream of the stakeholders such as ACSA and Gautrans (PWV15), who have precinct). A major concern, raised by community input, is the significant development interests in the area. The stormwater increase in stormwater runoff through the potential loss of the management plan could be included as a component of the wetland system by the development of the freeway longitudinally environmental assessment required for the establishment of through the wetland system. catalytic intervention B1 Aero-Blaaupan Regional Urban Park and . The future development of the PWV 15 should also ensure that Nature Reserve / Greenbelt. Furthermore, a key capital project is east-west road connections are maintained as proposed in the the proposed establishment of a stormwater attenuation dam, precinct plan. A key aspect of the precinct plan movement system which must be incorporated into the environmental study. The is to improve east-west connectivity and linkages (road and NMT stormwater management plan must be informed by sustainable considerations), ensuring that the PWV 15 and the wetland system urban drainage systems (SUDS) principles and practices, as well do not act as physical barriers. as water sensitive urban design systems (WSUDS). The latter . The future development of the PWV 15 should also promote public incorporate the hydrological cycle through “softer’ interventions, in transport along it, as public transport is the backbone for building order to improve water quality, preserving the hydrological cycle, the sustainable city. and enhancing amenity.

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7.3.2.4 OR Tambo International Airport (ORTIA) Expansion and CAA . Glare: The impact of energy sources such as street lighting and Requirements reflective material must be mitigated so as to avoid interference with aircraft piloting. Throughout the project period it has been made clear that the OR Tambo

International Airport is establishing plans to expand eastward from its . For the above reasons, the Airports Company South Africa (ACSA), the current boundaries. Discussions with ACSA have indicated that the South African Civil Aviation Authority (SACAA) and Air Traffic Navigation expansion will not be beyond Atlas Road, and thus will not encroach directly Services (ATNS), must be granted the opportunity to comment and give into the precinct area. However, the close proximity of the precinct to ORTIA input on proposed development and building plans, to ensure compliance requires that the following CAA regulations and standards are adhered to: with the applicable regulations.

. Building Height: To ensure obstacle limitation for airport and aircraft operations, a general height limitation standard is applied: The CAA 7.3.2.5 A Detailed Land Survey stipulates that no buildings or objects higher than 45 metres may be erected within a distance of 8 kilometres measured from the nearest A detailed land survey may be required for a particular site and / or sub- point on the boundary of an aerodrome or heliport. A specialist precinct. This is to establish existing topography and contours, all structures, aviation obstacle evaluation study, in accordance with CAA all vegetation, servitudes and cadastral boundaries. regulations, may be required for a development. . Noise Impact: The CAA promotes the principle of compatible land uses, where the use of land should be compatible with airport and aircraft operations, or sound-insulated land uses that would otherwise be considered incompatible with airport and aircraft operations. Accordingly, the CAA directs incompatible land use (e.g. houses and schools) away from the airport environs and encourages compatible land use (e.g. industrial and commercial use) to be located around airport facilities (Source: CAA Advisory Circular, 2017, Guidance Material on the Balanced Approach to Aircraft Noise Management). In general terms, according to SABS 0117 (Ed.2) noise standards no residential development is permitted within a noise level of 55dBA and higher. However, the South African National Standard 10117 (SANS 10117:2008), states that high density residential uses, 100 du/ha and higher, may fall within he 55dBA to 60dBA noise levels. . Emissions Impact: The impact of emissions on and the air quality within the precinct should also to be considered. Here the regulations of the National Environmental Management: Air Quality Act (NEM: AQA) No. 39 of 2004 apply and must be adhered to.

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7.3.3 Types of Interventions Table 34: Catalytic Interventions Overview

Refer to Table 34: Catalytic Interventions CoE Action for Each Catalytic Initiative Overview A. DESIGN AND C. ILLUSTRATE AND B. PLAN AND PROMOTE Refer to Diagram 116: Overview of Catalytic DELIVER FACILITATE INITIATIVE (Partnership: CoE / Public or Interventions (CoE Dedicated (Independent Public- or CoE / Private Initiative) Development) Private Sector Development) The CoE plays different roles in undertaking B1: Aero-Blaaupan the specific projects for the precinct plan. A1: East-West Road Link Regional Urban Park and C1: GIDZ Land 1. These are to: (two alignment options) Nature Reserve / Development Greenbelt . Design and deliver: These are A2: Blaaupan Park and C2: GDID Land capital projects that the CoE initiates, 2. Recreation Facility Development funds, design, implements and (Pomula Park) project manages; as it has complete C3: Erf 288 Pomona control and jurisdiction over all the Estates AH: Leisure, 3. A3: Road No.5 Boulevard aspects of the project. In the Hotel, Conferencing facility operational phase the CoE may with a cultural component choose to operate them internally, A4(a): Stormwater System C4: Caro Nome AH sell on or outsource to an external linked with New Roads (South) and Parkhaven operator. Ext. 5 Land Development . Plan and promote: These projects A4(b): Central Stormwater C5: Sub-Precinct 5: Green

require further detailed planning, 4. Attenuation Dam Light-Industrial Estate investigation and design. Some of these can be undertaken internally A4(c): Substation Upgrade within the CoE, and others need to A4(d): MV Cables be undertaken in partnership with

external public agencies (for example Gauteng province, I. Sensitive Natural Environment- EIA Investigations Transnet) or the private sector. The Due II. Gauteng Strategic Road Network (GSRN): Impact of the PWV15 Alignment CoE’s role is to ensure that detailed Diligence III. Precinct Stormwater Management Plan development and projects plans are Studies: IV. OR Tambo International Airport (ORTIA) Expansion and CAA Requirements established and approved in V. Detailed Land Survey (of targeted sites) accordance with the precinct plan and undertake relevant actions as per the partnership / collaboration agreement.

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Diagram 116: Overview of Catalytic Interventions

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. Illustrate and facilitate: These projects are not funded or 7.3.4.1 Design and Deliver- Key Capital Projects implemented by the CoE. They are planned and implemented by government departments, parastatal organisations, or by the Refer to Diagram 117: Design and Deliver Projects and Initiatives private sector. The CoE’s role is to illustrate and facilitate the development opportunity for the site (or sites) in accordance with The following catalytic capital projects, which are to be designed and the precinct plan. Then to assist the land owner and / or developer delivered by the CoE, have been identified: to obtain the development rights in accordance with relevant legislation (town planning, environmental, transport and other) and . A1: East-West Road Link: The establishment of east-west road provide supporting infrastructure services, to facilitate the connections are a key component of the precinct plan. These not development of the project as quickly as possible. These projects only improve local accessibility, internal distribution and improve can also lead to new development partnerships between the CoE linkages, but also connect with regional routes, enabling regional and the private or public sector, subject to compliance with relevant east-west access. In this regard the construction of an east-west laws and regulations. road link has been identified as a catalytic project. A preferred alignment and a secondary alignment option are recommended:

7.3.4 Catalytic Interventions  Preferred alignment: Extension of Stanley Road westward across the natural wetland open space system and along A number of key catalytic interventions are identified that will initiate the the southern, Busschau Road, and south-western edge of development process. These projects can be implemented in any order as Blaaupan to link up with Geldenhuys Street. This alignment and when funding is secured, land acquisition processes are completed, crosses the least wetland area and incorporates existing legal procedures finalised, and incorporated into the IDP and CoE budgeting roads that require upgrading, as opposed to new build. cycle. Secondary alignment: Linking of Road 3 westward over the  wetlands area and eastward to tie in with Louisa Road. This By their nature they are independent projects and do not rely on the crosses a significant width of the wetland and will require completion of others before they can be started. the establishment of new road reserves.

The list is not comprehensive and will evolve over time. The proposed . interventions cover the following sectors: . Both links will require bridges over / or underpasses under the PWV15. The preferred alignment is specified in the project table. . Public environment upgrades; . (Refer to Table 35: Catalytic Project A1— East-West Road Link and . Road infrastructure upgrades; to Diagram 118: Section of Road Link; Diagram 119: Alignment of East-West Road Link) . Development facilitation of key land parcels; and

. Infrastructure services upgrades and extensions in support if the catalytic interventions.

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Diagram 117: Design and Deliver Projects and Initiatives

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. A2: Blaaupan Park and Recreation Facility (Pomula Park): Environmental Resource Management, established a Blaaupan (Portion 82 of Erf 64 and Portion 18 of Erf 66 Farm Feasibility Master Plan for CoE’s Waterbodies: Final Witkoppie; 69.8ha) with its park and nature area has been identified Desired End State Report which proposes the following as a key asset within the precinct, which is currently in decline and interventions at Blaaupan: Rehabilitation with an emphasis not well managed. It is recommended that the park and recreation on indigenous plants; reclaiming the park and creating facility are renewed and upgraded, and the associated natural awareness, as well as the potential development of a hotel. areas rehabilitated with an emphasis on indigenous plants. The (2) The conditional sale of the CoE land Erf 288 Pomona upgrading is to include the functions of the pan waterbody as part Estates requires the developer to undertake upgrading of an integrated natural stormwater management system. Urban work of facilities around Blaaupan. management of the area is to be improved through the  The project proposal cuts a across various sectors, establishment of an integrated operations and maintenance plan. requiring development co-operation between the following CoE departments: City Planning, Real Estate and Facilities  From a socio-economic perspective: Blaaupan is used Management (Parks and Horticultural Services); and extensively for fishing and picnicking, although it offers Economic Development poor public facilities and it is proposed that the CoE or a private developer (linked to the hotel /conference/ Refer to Table 36: Catalytic Project A2 — Blaaupan Park and Recreation restaurant facility) investigate the possibility of delivering Facility; to Diagram 120: Lake-Based Park and Recreation Example; and to public facilities. Some suggestions include: park benches; Diagram 121: Blaaupan Park and Recreation Facility Development Plan ablution facilities; children’s play area, picnic spots and . braai facilities; view decks and/or restaurants, and even possibly camping facilities. Not only will this attract day- . A3: Road No.5 Boulevard: The road is located within Sub-precinct visitors and potential awareness creation of offerings, but 5 (Brentwood Light Industrial) which is to be developed into an the facilities and amenities on offer will make the area a industrial park environment. Within this environment the streets destination of choice amongst residents and business form tree-lined avenues with sidewalks and landscaping. The main owners. It is proposed that the CoE investigate the collector road within the precinct is Road No. 5, which is to be potential of charging a minimal entrance fee to Blaaupan to upgraded and widened to form the main industrial estate boulevard. cover maintenance costs of public facilities. This would be The boulevard is to incorporate the following public realm, part of the required feasibility study that should form part of placemaking and landscaping components, which establishes this the capital project. boulevard as the central public environment feature of this sub-  Included in the development strategy is to grant limited precinct: business rights on adjoining properties or release specific  Extensive landscaping and tree-lined. Establishment of a areas in support of leisure and hospitality activities, which landscaping zone with pedestrian environment and pocket can provide potential income to the CoE to augment parks or local piazzas. operations and maintenance costs.  Wide sidewalks to accommodate pedestrian walkways and  The proposal has CoE Policy support: (1) The cycling. Reclamation, Rehabilitation, Landscaping and Provision of lighting, signage and street furniture. Enhancement Feasibility Master Plan of Ekurhuleni’s  Water Bodies study by the CoE Department of

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 Building form response and design for safety (natural  A4 (b) Central Stormwater Attenuation Dam: The surveillance); with a building frontage line, facing the proposal to establish a central stormwater attenuation dam boulevard; that serves all developments within the precinct and  Establishment of gateway features; and resolves the existing stormwater management problems. The proposed upgrade of the stormwater infrastructure is Required architectural response and landmark features.  necessary to provide adequate management of the

increased stormwater runoff associated with the increased The Road No.5 Boulevard improves access and the overall road development of surface areas within the precinct. The infrastructure of the area. The public environment improvements focus on central attenuation dam will specifically ensure that the the creation of formal sidewalks, drop-off and pick-up zones with good peak storm water run-off flow rate from the precinct does lighting, landscaping (including tree lining) and street furniture. Adjacent not increase after development. buildings will have a direct relationship with the street front, and the public environment is clearly defined with good pedestrian connections. This Refer to Table 39: Catalytic Project A4(b): Central Stormwater Attenuation project will improve the public environment within the precinct and improve Dam (Phase 1 Infrastructure) ; to Diagram 125: Example of Stormwater accessibility, legibility and movement. Attenuation Dam; and to Diagram 128: Key Projects — Engineering Infrastructure Services Plan (Phase 1) Refer to Table 37: Catalytic Project A3 – Road No.5 Boulevard; to Diagram

122: Road No.5 Boulevard Streetscape; and to Diagram 123: Road No.5

Boulevard Development Plan  A4 (c) Electricity- Substation Upgrade: The substations will need to be upgraded to provide additional capacity and feeders (connection points) to enable sufficient power to A4: Phase 1 Infrastructure Services (in support of . the developments in for phase one of the Aero-Blaaupan development initiatives): The provision and development of the Precinct. The various electrical infrastructure projects are first phase of engineering infrastructure services in support of the aimed at increasing the electrical power capacity available, precinct plan development proposals. They include: provide the switching, distribution means and power

connection to the final users of power at the required  A4(a) Stormwater System linked with new roads: The locations. upgrading and extension of the stormwater network and services to support the first phase development initiatives. Refer to Table 40: Catalytic Project A4(c): Electrical Substations’ Upgrade The initiative will provide adequate management of the (Phase 1 infrastructure); to Diagram 126: Electrical Substation Upgrade increased stormwater runoff associated with the increased Example; and to Diagram 128: Key Projects — Engineering Infrastructure development of precinct roads. Services Plan (Phase 1)

Refer to Table 38: Catalytic Project A4(a): Stormwater Upgrade (Phase 1);  A4(d): MV Cables: The various new developments to Diagram 124: Stormwater Pipelines Example; and to Diagram 13: Key earmarked for the Aero-Blaaupan precinct will require Projects- Engineering Infrastructure Services Plan (Phase 1) electrical power and therefore the laying of MV cable

network is important. This entails a network of medium

voltage underground cables to link substations to minisubs.

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Refer to Table 41: Catalytic Project A4(d): Cabling — Electrical Reticulation (Phase 1 Infrastructure) ; to Diagram 127: Electrical MV Cabling Reticulation Example; and to Diagram 128: Key Projects — Engineering Infrastructure Services Plan (Phase 1)

The key catalytic projects are a critical investment to unlock the development process and realise implementation delivery.

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Table 35: Catalytic Project A1— East-West Road Link SOE Roleplayer/s: Gautrans Private Sector Local Business Association; Community Project Number: A1 Roleplayer/s: Associations Project Name: East – West Road Link Risks / Shortfalls: EIA wetland assessment Project Description: Upgrade Geldenhuys Street, Busschau Road Lack of funding. and Stanley Road extension to Class 4 road. Impact of road alignment on properties. Pave the gravel sections. Construct bridge to link Water Use License for bridge. the two roads to give access to the area to the Environmental authorisation. east of the Blaaupan. Provide pedestrian Approval from Gautrans GDRT to cross PWV15. walkway. Benefits: Local economic development; employment Project Objective: To link the area and stimulate development. opportunities, business development Provide an “Access” as alternative to Atlas Road Notes: Alternative alignment also proposed: Linking of which is a mobility corridor. Road 3 westward over the wetlands area and Project Type: Capital Project eastward to tie in with Louisa Road Location (refer to Geldenhuys Street, Busshau Road, Stanley diagram): Road extension westward. Property Description: Street within road reserve. Property Ownership: CoE Roads and Transport Responsibility / CoE Roads and Transport Implementing Department: Estimated Cost/ R 22,000,000 (including bridge); R 30,000,000 to Budget (R): cross the PWV15. Potential Funding To be determined. Source: Priority: High Time-Frame: Short-Term to Medium term Timeline: Short Term Short / Medium Medium Term Term Programme Stages: Feasibility Env. approvals Tender, Assessment; WULA for Construction Preliminary Design; Detailed Design Internal CoE CoE City Planning; CoE Roads and Transport, Roleplayer/s: Community, Ward committee, Government Gauteng Provincial Department of Roads and Diagram 118: Section of Road Link Roleplayer/s: Transport

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Diagram 119: Alignment of East-West Road Link

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Table 36: Catalytic Project A2 — Blaaupan Park and Recreation Internal CoE Ward Councillor (ward committee), Line Facility Roleplayer/s: Departments (City Planning Department; Sports, Recreation, Arts and Culture Department; Real Project Number: A2 Estate and Facilities Management Department; Project Name: Blaaupan Park & Recreation Facility Roads and Stormwater) Project Description: Undertake environmental rehabilitations and Government Working for Wetlands; Gauteng Dept. of Water Improvements / formalisation of open space at Roleplayer/s: Affairs; Gauteng Department of Agriculture and Blaaupan – installation of walkways, bird hides, Rural Development (Environment) cycle paths, landscaping etc. SOE Roleplayer/s: None Project Objective: To provide an upgraded park and recreation Private Sector Engineering Consultant, Implementing Agent; facility that serves the precinct community. Roleplayer/s: Environmental Control Officer Project Type: Capital Intervention: Implementation of Risks / Shortfalls: Lack of funding; no business or community Environmental Capital Project (Improvement / support / involvement; management capacity. Sustainable / Park Development) Benefits: Meets community needs, improved health and Location (refer to The Blaaupan water body and surrounding park well-being. diagram): grounds with natural habitat; extent determined by Notes: Project forms is the catalyst to the Aero-Blaaupan the existing property boundaries. Regional Park and Nature Reserve / Greenbelt Property Portion 82 of Erf 64 and Portion 18 of Erf 66 Farm development plan. Description: Witkoppie. Property Ownership: City of Ekurhuleni. Responsibility / CoE Environmental Resource Management Implementing together with Real Estate and Facilities Department: Management (Parks). Estimated Cost/ R 5,000,000 Budget (R): Potential Funding Budget Line Item City Planning or Real Estate and Source: Facilities Management (Parks). Priority: High Time-Frame: Short-Term Timeline: Short Term Short / Medium Medium Term Term Programme Stages: Feasibility Implement open study / space and park Business Plan, development including detailed Design SDP,

Diagram 120: Lake-Based Park and Recreation Example

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Diagram 121: Blaaupan Park and Recreation Facility Development Plan

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Table 37: Catalytic Project A3 – Road No.5 Boulevard Internal CoE Ward Councillor (ward committee), Line Departments Roleplayer/s: (City Planning, Environmental Resource Project Number: A3 Management, Roads & Stormwater,) Project Name: Road No.5 Boulevard Government None Project Physical upgrading of Road No.5, including tarred Roleplayer/s: Description: roadways, sidewalks, cycle ways, landscaped SOE None medians with trees and landscaping, lighting and Roleplayer/s: street furniture, and development of pocket parks. Private Sector Chamber of Commerce, Business Associations, Project To provide improved access and extend the collector Roleplayer/s: Property owners Objective: road network. To establish a quality public Risks / Lack of funding. environment and signature feature to the proposed Shortfalls: light industrial estate. Benefits: Improved public environment; improved road Project Type: Capital Intervention. infrastructure. Location (refer Road 5 within Sub-precinct 5. Notes: to diagram): Property Road reserve of Road No.5; as well as road widening Description: required. Property CoE Roads and Stormwater Ownership: Responsibility / CoE Roads and Stormwater Implementing Department: Estimated Cost/ R 10,000,000 Budget (R): Potential Property developers contribution; CoE tbc. Funding Source: Priority: High Time-Frame: Short-Term Timeline: Short Term Short / Medium Term Medium Term Programme Planning & Specification Construction Stages: Specification, Design / Start Precinct, Road Approval /

Master Plan, Tender Diagram 122: Road No.5 Boulevard Streetscape Geotechnical Site Investigation

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Diagram 123: Road No.5 Boulevard Development Plan

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Table 38: Catalytic Project A4(a): Stormwater Upgrade (Phase 1) SOE None Roleplayer/s: Project Number: A4(a) Private Sector Business, CBO’s, Resident’s Associations Project Name: Stormwater system linked with new roads Roleplayer/s: Project Laying and connecting new stormwater pipeline Risks / Lack of funding. Social: procurement of contractors Description: system according to the new road network. Shortfalls: and appointment of labourers. Project To appropriately manage the drainage and discharge Benefits: Improved stormwater management and resolution of Objective: of stormwater. existing stormwater issues. Project Type: Capital Intervention: DN525 75D concrete pipes to Notes: Dependent on project roll-out, future demand. SANS 677 with interlocking joints, length of Project requires approval from CoE Roads and approximately 11 600m (plus manholes, kerb inlets, Stormwater. etc.)

Location (refer Along Road No.5 Boulevard and light industrial area to diagram): road grid-network. Road connection across precinct. Property Use of existing and new road servitudes for Description: underground pipelines. Property CoE Roads and Stormwater Ownership: Responsibility / CoE Roads and Stormwater; Engineering Consultant, Implementing Implementing Agent Department: Estimated Cost/ R 19,800,000 Budget (R): Potential Budget Line Item Stormwater Funding Source: Priority: Medium Time-Frame: Medium-Term Timeline: Medium-Term Medium-Term Medium / Long Term Diagram 124: Stormwater Pipelines Example Programme Approval of master Project design, Construction Stages: plan design, approval and Start geotechnical site procurement investigation Internal CoE Ward Councillor (ward committee), Line Departments Roleplayer/s: (Environmental Resource Management) Government None Roleplayer/s:

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Table 39: Catalytic Project A4(b): Central Stormwater Attenuation Private Sector Business Associations; Resident’s Associations; Dam (Phase 1 Infrastructure) Roleplayer/s: Community Based Organisations. Risks / Lack of funding. Damage to existing services. Social: Project Number: A4(b) Shortfalls: procurement of contractors and appointment of Project Name: Central Stormwater Attenuation Dam labourers. Project Construction of a stormwater attenuation dam. Benefits: Establishment of integrated stormwater management Description: strategy. Improved stormwater management and Project To control and manage stormwater discharge for the resolution of existing stormwater issues. Objective: precinct through a primary stormwater attenuation Notes: Dependent on project roll-out, future demand. dam. Project requires approval from CoE Roads and Project Type: Capital Intervention. Stormwater. Location (refer Within the wetland system (appropriate location to be to diagram): determined). Property Stormwater servitude to be registered. Description: Property To be determined. Ownership: Responsibility / CoE Roads and Stormwater; Engineering Consultant, Implementing Implementing Agent Department: Estimated Cost/ R 10,000,000 (to be confirmed) Budget (R): Potential Potential Development Contributions / Budget Line Funding Source: Item Stormwater – to be confirmed. Priority: Medium Time-Frame: Medium-Term Timeline: Medium-Term Medium-Term Medium / Long Term Programme Approval of master Project design, Construction Stages: plan design, approval and Start Diagram 125: Example of Stormwater Attenuation Dam geotechnical site procurement investigation Internal CoE Ward Councillor (ward committee), Line Departments Roleplayer/s: (Environmental Resource Management) Government None Roleplayer/s: SOE None Roleplayer/s:

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Table 40: Catalytic Project A4(c): Electrical Substations’ Upgrade SOE Eskom (Phase 1 infrastructure) Roleplayer/s: Private Sector None Project Number: A4(c) Roleplayer/s: Project Name: Upgrade of electrical substations to provide Risks / Lack of funding. Environmental and social greater capacity Shortfalls: considerations. Project Addition of switchgear bays to allow for more feeders. Benefits: Expanded electrical network in support of Description: development roll-out / projects, economic growth and Project To augment power capacity to cater for the new employment, reduced risk of sinkhole formation. Objective: developments within the Aero-Blaaupan precinct, in Notes: Dependent on project roll-out, future demand. support of the initial phase of development. Project requires approval from CoE Energy. Project Type: Capital Intervention – Increasing substation capacity and feeders (connection points). Location (refer Existing substation sites within the precinct. to diagram): Property Dedicated Sub-station site(s) Description: Property CoE Energy Department Ownership: Responsibility / CoE Energy Department, Implementing Agent Implementing Department: Estimated Cost/ R 8,400,000 Budget (R): Potential Budget Line Item Electricity Funding Source: Priority: High Time-Frame: Short-Term Timeline: Short Term Short / Medium Term Medium Term Programme Design, approval, Construction, Stages: procurement assembly and completion Diagram 126: Electrical Substation Upgrade Example Internal CoE Ward Councillor (ward committee), Line Departments Roleplayer/s: (Environmental Resource Management, Energy) Government GDID Roleplayer/s:

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Table 41: Catalytic Project A4(d): Cabling — Electrical Reticulation Private Sector None (Phase 1 Infrastructure) Roleplayer/s: Risks / Lack of funding. Environmental and social Project Number: A4(d) Shortfalls: considerations. Project Name: Cabling- Laying of MV Cable Network Benefits: Expanded electrical network in support of Project Laying a network of medium voltage underground development roll-out / projects, economic growth and Description: cables to link substations to minisubs. employment. Project To provide reticulation of electricity within the precinct. Notes: Dependent on project roll-out, future demand. Objective: Project requires approval from CoE Energy. Project Type: Capital Intervention – Electricity distribution. Location (refer Linking electrical substations to mini-substations. to diagram): Roade reserve and municipal servitudes. Property Electricity line reserves. Description: Property CoE Energy Department. Ownership: Responsibility / CoE Energy Department, Implementing Agent. Implementing Department: Estimated Cost/ R 18,400,000 Budget (R): Potential Budget Line Item Electricity. Funding Source: Priority: Medium Time-Frame: Short-Term Timeline: Short-Term Short/ Medium Medium-Term Term Programme Approval of master Project design, Construction Stages: plan design, approval and start and geotechnical site procurement assembly investigation Internal CoE Ward Councillor (ward committee), Line Departments Roleplayer/s: (Environmental Resource Management, Energy) Diagram 127: Electrical MV Cabling Reticulation Example Government None Roleplayer/s: SOE Eskom Roleplayer/s:

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Diagram 128: Key Projects — Engineering Infrastructure Services Plan (Phase 1)

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7.3.4.2 Catalytic Capital Projects Overview- Implementation Programme and Cost Summary

Refer to Table 42: Summary of Catalytic Capital Projects: Implementation Programme Overview and Cost Summary

The envisaged programme of catalytic capital projects requires a total estimated investment of R 93,600,000 over the short to medium term. Of the total, the short- and medium-term split is as follows:

. Short Term, sub-total of R 63,800,000 (68%), comprising:  Capital Development Projects: A2 Blaaupan Park and Recreation Facility (Pomula Park): R 5,000,000  Streets and Public Environment Upgrade A1. East-West Road Link; A3. Road No. 5 Boulevard: R 32,000,000  Engineering Services: A4(c): Electrical Substation Upgrade; A4(d) Laying of MV Cable Network: R 26,800,000

. Medium Term, sub-total of R 29,800,000 (32%), comprising:  Capital Development Projects: -  Public Environment Upgrade: -  Engineering Services A4(a) Stormwater system linked with new roads; A4(b) Central Stormwater Attenuation Dam: R 64,290,000

The above is a proposed phasing and estimated capital budgets. It is envisaged that these will be adjusted as the precinct plan implementation strategy is incorporated into departmental programmes and associated budgetary cycles.

It is recommended that the short-term catalytic capital projects are implemented to kick-start of the precinct plan implementation. This requires a total of R 63,800,000 capital budget in the short-term.

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Table 42: Summary of Catalytic Capital Projects: Implementation Programme Overview and Cost Summary

TIME-FRAME COST PRIORITY PROJECT NUMBER AND REPORT RESPONSIBILITY (Short-Term; ESTIMATE RISKS / SHORTFALLS (High / Medium NAME REFERENCE (Department) Medium-Term; (R) / Low) Long-Term) A. DESIGN AND DELIVER – CATALYTIC CAPITAL PROJECTS Budget allocation; environmental A1. East-West Road Link Table 2 CoE Roads and Stormwater assessment – wetlands; water use H S R 22,000,000 license. CoE Environmental Resource A2. Blaaupan Park and Lack of funding; no business or Management together with Real Recreation Facility (Pomula Table 3 community support / involvement; H S R 5,000,000 Estate and Facilities Management Park) management capacity. (Parks). A3. Road No. 5 Boulevard Table 4 CoE Roads & Transport Budget allocation; H S R 10,000,000 A4. Supporting Engineering Services Infrastructure Lack of funding. Social: procurement A4(a). Stormwater system Table 5 CoE Roads & Transport of contractors and appointment of M M R 19,800,000 linked with new roads labourers. Must be part of Wetland EIA; Lack of A4(b). Central Stormwater CoE Roads and Transport and CoE funding. Damage to existing services. Table 6 M M R 10,000,000 Attenuation Dam Environmental Resource Management Social: procurement of contractors and appointment of labourers. A4(c): Electrical Substation Environmental and social Table 7 CoE Energy H S R 8,400,000 Upgrade considerations. A4(d): Laying of MV Cable Lack of funding. Environmental and social Table 8 CoE Energy M S R 18,400,000 Network considerations. TOTAL R 93,600,000

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7.3.4.3 Plan and Promote — Key Initiatives  Blaaupan park and recreation area is identified as a catalytic project, the details of which are outlined in the Refer to Table 43: Development Promotion and Facilitation Overview previous section.

Refer to Diagram 129: Plan and Promote Key Initiatives — Aero-Blaaupan  It is recommended that the CoE establish the Aero- Regional Park and Nature Reserve / Greenbelt Blaaupan Regional Park and Nature Reserve / Greenbelt project, to establish a consolidated greenbelt system, with

rehabilitated natural habitats and wetland systems and an The following Plan and Promote Key Initiatives are proposed: extended recreational area, which forms a facility that

serves the precinct and the wider region around it, hence . B1: Aero-Blaaupan Regional Park and Nature Reserve / “regional” classification. Greenbelt: One of the key focus areas of the Aero-Blaaupan Urban The project should include a stormwater management Design Precinct Plan is the envisaged central regional park and  study. If the latter is undertaken separately then the natural open space system. It is a defining feature of the precinct outcomes should be integrated into the project. The and forms a consolidated area that is approximately 185ha in principles of Sustainable Urban Drainage Systems (SUDS) extent. This is comparable in size to other major regional urban must be implemented. A centralised system would be parks. The characteristics of the Aero-Blaaupan regional park acceptable if it can control stormwater flows and moderate include: the discharge of the stormwater into the wetlands and  The central regional park and natural open space system hydrological systems, as well as incorporating localised forms a longitudinal greenbelt that consists of a wetland infiltration of stormwater into the ground. habitat with a series of waterbodies (pan depressions), The project is to include a comprehensive environmental surrounding natural vegetation and grassland habitats.  assessment (EIA), audit and definition of wetlands and  The central regional park and greenbelt establishes a environmentally sensitive vegetation areas; which will continuous and interlinked open space system, which is determine the type and extent of development proposals. necessary for the functioning and protection of this The proposed custodian of the project is the CoE ecological area. The urban design plan establishes the  Environmental Resource Management together with Real formal conservation of these wetlands and associated Estate and Facilities Management (Parks) natural habitats, and their protection by promoting low impact recreational activities and parklands. Where  There could be a potential overlap of environmental appropriate grasslands and natural habitat (fauna and assessment work with the proposed detail design study of flora) will be rehabilitated. the PWV15. It is suggested that the CoE investigate a possible collaboration with Gautrans on the EIA work for  The two primary focus areas within this regional park and the precinct’s central wetland and open space system, greenbelt include: (1) Blaaupan, with the surrounding including the waterbodies and grasslands. Pomula park and natural habitat; and (2) Parkhaven Pan

and its interface with the proposed church development.

The overall area will also include extended parklands and recreational areas.

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Diagram 129: Plan and Promote Key Initiatives — Aero-Blaaupan Regional Park and Nature Reserve / Greenbelt

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7.3.4.4 Illustrate and Facilitate - Key Initiatives accentuated corners. A major landmark site is the triangular site at the freeway interchange. This is to include Refer to Table 43: Development Promotion and Facilitation Overview a landmark building of maximum height as per CAA standards. The precinct plan design directives ensure Refer to Diagram 130: Illustrate and Facilitate Key Initiatives development consistency of a natural and parkland landscape that reflects its design as a business park. They The following Illustrate and Facilitate Key Initiatives are proposed: encourage visual continuity of the architecture in terms of mass, scale, materials, and colour, realising a quality-built . C1: Gauteng Industrial Development Zone (GIDZ) Land form. They promote the inclusion of green building and Development: The site comprises Portions 29, 30, 38 and 78 of Erf sustainable design principles to achieve an 64 Farm Witkoppie; and is 25.3 ha in extent. The urban design environmentally sustainable development. precinct plan identifies it as a separate sub-precinct for specific intervention and development proposals: Sub-Precinct 1- Gateway  The design directives to be adhered to encompass Triangle. It is recommended that CoE City Planning, supported by movement and pedestrian connections and thoroughfares; CoE Economic Development, establish a partnership with the GIDZ establishment of gateways; building form response and to direct the development of the site in accordance with the precinct design for safety; public realm, placemaking and plan proposals. The urban design plan for the GIDZ owned land landscaping; architectural response; specification of proposes: building frontage; and parking.

 The establishment of a business park development with a Refer to Diagram 131: Location — GIDZ Land Development; and to layout predicated on a local street grid, which promotes Diagram 132: Urban Design Plan and Precedents — GIDZ Land linkages to adjoining areas and improves accessibility. The Development buildings are focused on two central public places, that . provide a recreational amenity and form an integral . C2: Gauteng Department of Infrastructure (GDID) Land: The component with the pedestrian paths, establishing a quality site comprises the following properties: Erven 10, 11, 12 and 13 public realm. The latter forms a northerly axis through the Caro Nome Agricultural Holdings, and is 10.4 ha in extent. The precinct and includes east-west links. urban design precinct plan included this within the Atlas Road  The envisaged land use activities include active frontages Activity Spine precinct (Sub-Precinct 3). It is recommended that and colonnades surrounding the internal public squares. CoE City Planning, supported by CoE Economic Development, The building developments are mixed-use with retail and establish a partnership with the GDID to direct the development of business activities at street level, and offices, commercial the site in accordance with the precinct plan proposals. The urban and institutional uses above design plan for the GDID publicly owned land proposes:  The precinct plan design directives propose the development of a high-quality business park environment,  The establishment of a mixed-use and office park consisting of a perimeter block urban form, with internal environment with a layout centred on a public open space, courtyards and buildings overlooking treelined streets and forming a knuckle with pedestrian links radiating to the pedestrian avenues. The building height promotes a adjoining areas. Mixed-use buildings front on to Atlas human-scaled environment (2 – 6 storeys), with Road, with retail activities on the ground floor. The

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remainder of the buildings frame the street space, . C3: Erf 288 Pomona Estates AH: The site is a triangular shaped pedestrian ways and the central public space. piece of land which protrudes into the Blaaupan, forming part of the  The envisaged land use activities include active frontages local parkland. Given the location, the precinct plan proposes that and colonnades along Atlas Road, forming the activity this site be developed for leisure, hotel, and conferencing facilities, spine; as well as edging the public space and along the including a cultural component. The CoE has the possibility, pedestrian links. The building developments are mixed-use through a condition of sale agreement, to direct the development in in nature with retail and business activities edging the accordance with the precinct plan proposals. It is recommended public realm, and offices above. The remainder are that CoE City Planning together with CoE Real Estate, supported commercial and institutional office park buildings. by CoE Economic Development, establish a development  The precinct plan design directives propose the partnership with the existing owner, to implement the development development of a high quality mixed-use development that proposals of the precinct plan. reflects the envisaged character of the precinct plan. This includes a perimeter block urban form, with internal Refer to Diagram 135: Erf 288 Pomona Estates — Leisure, Hotel and courtyards and the buildings overlooking treelined streets Conferencing Development and pedestrian avenues. The building height promotes a human-scaled environment (3 – 4 storeys; height as per . C4: Caro Nome AH (South) and Parkhaven Ext. 5 Land CAA standards). The directives ensure the establishment Development: This area encompasses sub-precinct 7 and includes of a quality public realm with landscaping and encourage the Christian Family Church property, as well as a number of visual continuity of the architecture in terms of mass, scale, residential properties for which residential developments are being materials, and colour, realising a quality built form. They considered. In this regard the precinct plan proposes the promote the inclusion of green building and sustainable development of lower intensity land use activities that form an design principles to achieve an environmentally appropriate compatibility with the natural open space system and sustainable development envisaged residential activities. The range of activities suited for  The design directives to be adhered to encompass this purpose include business parks, community facilities and movement and pedestrian connections and thoroughfares; hospitality (leisure and hotel), education, office parks, medical establishment of gateways; building form response and facilities, medium density residential up to a density of 85 du/ha design for safety (natural surveillance); public realm, (subject to noise impact and CAA standards). It is recommended placemaking and landscaping; architectural response; that CoE City Planning undertake negotiations with the various land specification of building frontage; and parking. owners to direct future development in accordance with the precinct plan proposals. The developments require to:  The site is constrained by sensitive environmental conditions and will require an environmental assessment  Incorporate / retain the proposed east-west route. to determine development potential.  Establishment of a quality public environment.  Focus the office components and more active fronts of their Refer to Diagram 133: Location — GDID Land Development; and to developments on to the public environment: the streets, Diagram 134: Urban Design Plan and Precedents — GDID Land parks and the wetland system. Development Incorporate proposed pedestrian links and networks. 

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 Promote the development of the church building / buildings association to jointly guide the development as per the precinct plan to face onto the pan with a possible amphitheatre relating proposals. These include: to the pan. An active interface with the public environment is being promoted.  The establishment of a complex of light industrial parks and  Establish architectural design controls to establish a estates within this sub-precinct. This consolidates the compatible land use interface with the proposed residential existing activities and extends these with light industrial developments to retain residential amenity and the and services industries, informed by sustainable environmental character. development principles. The layout and design encompasses a lower building density, with land area set Application of green building design and development  aside within developments for open space, green belts and principles. the incorporation of environmentally sensitive areas. The  If development proposals in the form of design guidelines envisaged developments are to be well-designed, informed and development form are in keeping with the overall intent by an overall design and architectural code, incorporate of the precinct plan proposals, then light-industrial activities green building development principles, and landscaped may be considered as well. The light-industrial must be in public realm with tree-lined streets and pedestrian the form of a green industrial park, with generously avenues. This establishes a distinctive character for the landscape grounds, a focus on mini-units, and office precinct and provides a unique market differentiator, components facing on to the street and public environment. potentially attracting additional industrial development The Light Industry / Logistics Development Interventions because of the enhanced design. (Example 10) of Section 5: Typical Application of Guidelines, of the Ekurhuleni (CoE) Urban Design Policy Refer to Diagram 137: Location and Envisaged Character — Sub-Precinct Framework must be complied with. Accordingly, such 5 Green Industrial Estate; and to Diagram 138: Design Vision — Sub- proposals must be reviewed by EUDAC. Precinct 5 Green Industrial Estate

Refer to Diagram 136: Caro Nome AH (South) and Parkhaven Ext. 5 Land Development — Design Guidelines

. C5: Sub-Precinct 5- Green Light-Industrial Estate: The sub- precinct encompasses the land area in the east of the precinct, bounded by the longitudinal wetland (west boundary), Great North Road (north and east boundary) and Brentwood Park Road (south boundary), the light industrial component thereof being approximately 139ha in extent. The precinct plan proposes the development of the area into a green light-industrial estate. It is recommended that the CoE City Planning together with CoE Real Estate, supported by CoE Economic Development, establish a development partnership with a voluntary industrial land owners

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Diagram 130: Illustrate and Facilitate Key Initiatives

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Diagram 131: Location — GIDZ Land Development

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Diagram 132: Urban Design Plan and Precedents — GIDZ Land Development

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Diagram 133: Location — GDID Land Development

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Diagram 134: Urban Design Plan and Precedents — GDID Land Development

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Diagram 135: Erf 288 Pomona Estates — Leisure, Hotel and Conferencing Development

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Diagram 136: Caro Nome AH (South) and Parkhaven Ext. 5 Land Development — Design Guidelines

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Diagram 137: Location and Envisaged Character — Sub-Precinct 5 Green Industrial Estate

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Diagram 138: Design Vision — Sub-Precinct 5 Green Industrial Estate

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7.3.4.5 Summary of Plan and Promote / Illustrate and Facilitate Key Table 43: Development Promotion and Facilitation Overview Initiatives TIME-FRAME PRIORITY (Short-Term; Refer to Table 43: Development Promotion and Facilitation Overview PROJECT NUMBER RESPONSIBILITY: (High / Medium- AND NAME PARTNERSHIP Medium / Term; The summary programme highlights the priorities and indicative time frames Low) for each of the above initiatives. Given the reliance on the establishment of Long-Term) partnerships related to these projects, and that the focus is on development B. Plan and Promote – Key Initiatives promotion and facilitation of the particular initiatives, the associated budgets CoE Environmental will be established in partnership through the detailed project planning Resource stage. B1: Aero-Blaaupan Management Regional Park and together with Real H M Nature Reserve / Estate and Greenbelt Facilities Management (Parks)

C. Illustrate and Facilitate – Key Initiatives C1: Gauteng Industrial CoE City Planning and Economic Development Zone H S Development; (GIDZ) Land GIDZ Development C2: Gauteng CoE City Planning Department of and Economic H M Infrastructure (GDID) Development; Land GDID CoE City Planning; C3: Erf 288 Pomona CoE Real Estate H S Estates AH and Facilities Management C4: Caro Nome AH CoE City Planning; (South) and Parkhaven CoE Real Estate H S Ext. 5 Land and Facilities Development Management CoE City Planning; C5: Sub-Precinct 5- CoE Real Estate H M Green Industrial Estate and Facilities Management

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7.4 STRATEGIC INITIATIVES TO CONTINUE DEVELOPMENT 7.4.2 Precinct Roads Master Plan MOMENTUM Refer to Diagram 140: Precinct Roads Master Plan

Beyond the Key Catalytic Initiatives, a number of strategic development The proposed movement plan for the precinct establishes an interconnected interventions have been identified, that are required in the subsequent street network which extends and connects the existing road system, phase of work, to ensure that the development momentum of the precinct is establishes various east-west linkages across the longitudinal wetland and continued. The supporting development initiatives include: open space system, and adds additional intersections along the main routes for improved access into the precinct. This network permeates the precinct, . Preparation of Development Strategies for Adjoining Areas in enabling access to all areas, provides cross-linkages, and establishes east- Transition. west through-movement and overall connectivity with adjoining areas, and extends road links with the surrounding areas to promote regional links. The Establishment of a Precinct Roads Master plan. . increased access and ease of movement proposed by the precinct plan . Second Phase Capital Projects: Bulk water, bulk wastewater and improves the overall economic development potential for the precinct and street lighting. surrounding areas. An efficient and functioning movement system supports the flows of vehicles, goods and people, supporting economic an urban opportunity. 7.4.1 Development Strategy for Areas in Transition The proposed movement network includes a hierarchy of road classification. Refer to Diagram 139: Development Strategies for Adjoining Areas in The associated road typology includes the determination of road reserves Transition and level of function. This requires to be consolidated through the establishment of a precinct roads master plan. This is to be undertaken by A key element of the physical integration of the Aero-Blaaupan precinct with the CoE Roads and Stormwater in conjunction with CoE City Planning. its surrounding urban environment are the establishment definitive development directions for the adjoining areas of:

. D1(a): Brentwood Park AH North Precinct Plan . D1(b): Areas around High Road, Norton Park, Benoni North AH

. D1(c): Bonaero Park and surrounds

The focus of these plans is to prepare an overall spatial development strategy, encompassing movement and access, land use activities, natural environmental system, social and community facilities, with required engineering services. This is to co-ordinate and direct existing development and establish a development direction for these areas, as well as integrate them with surrounding developments and associated precinct plans.

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7.4.3 Incremental Infrastructure Services Upgrades and Expansion  Sub-precinct 6: DN160 PN16 uPVC bulk water pressure pipeline, length of approximately 220m; estimated cost: R Refer to Diagram 141: Incremental Services Infrastructure Development 250,000; CoE Water Department.

Sub-precinct 7: DN250 PN16 uPVC bulk water pressure The incremental infrastructure services upgrades and expansion will be  pipeline, length of approximately 2550m; and DN160 PN16 undertaken in support of development rollout. The services encompass uPVC bulk water pressure pipeline, length of approximately future upgrade and expansion of bulk water, bulk waste water and street 1100m; estimated cost: R 7,500,000; CoE Water lighting. Department.

. D3(a): Bulk Water Infrastructure: The subsequent phases of D3(b): Bulk Wastewater (Sewer) Infrastructure: The subsequent development will require an increase in the potable water supply . phases of development will require to accommodate an increase and fire water supply to the new developments within the various waste water treatment capacity for the new developments within the sub-precincts, which will guarantee meeting the needs of the users various sub-precincts, which will guarantee meeting the needs of and the community. The required bulk water services expansion the users and the community. The required bulk sewer services encompasses the following: expansion encompasses the following:  Sub-Precinct 1: DN160 PN16 uPVC bulk water pressure Sub-Precinct 1: 110mmØ Heavy Duty uPVC sewer pipeline, length of approximately 850m; estimated cost:  pipeline, length of approximately 1200m; estimated cost: R1,000,000; CoE Water Department. R1,600,000; CoE Waste Water Department.  Sub-precinct 2: DN160 PN16 uPVC bulk water pressure Sub-precinct 2: 110mmØ Heavy Duty uPVC sewer pipeline, length of approximately 1450m; estimated cost: R  pipeline, length of approximately 1200m; estimated cost: R 1,600,000; CoE Water Department. 1,600,000; CoE Waste Water Department.  Sub-precinct 3: DN250 PN16 uPVC bulk water pressure Sub-precinct 3: 110mmØ Heavy Duty uPVC sewer pipeline, length of approximately 1540m; and DN160 PN16  pipeline, length of approximately 1200m; estimated cost: R uPVC bulk water pressure pipeline, length of approximately 1,700,000; CoE Waste Water Department. 290m; estimated cost: R 4,100,000; CoE Water Department.  Sub-precinct 4: 110mmØ Heavy Duty uPVC sewer pipeline, length of approximately 1400m; estimated cost: R  Sub-precinct 4: DN160 PN16 uPVC bulk water pressure 1,800,000; CoE Waste Water Department. pipeline, length of approximately 1700m; and DN110 PN16 uPVC bulk water pressure pipeline, length of approximately  Sub-precinct 5: 160mmØ Heavy Duty uPVC sewer 660m; estimated cost: R 2,400,000; CoE Water pipeline, length of approximately 1900m; and 110mmØ Department. Heavy Duty uPVC sewer pipeline, length of approximately 1900m; estimated cost: R 5,600,000; CoE Water  Sub-precinct 5: DN500 PN16 uPVC bulk water pressure Department. pipeline, length of approximately 2140m; and DN315 PN16 uPVC bulk water pressure pipeline, length of approximately  Sub-precinct 6: 110mmØ Heavy Duty uPVC sewer 3700m; and DN110 PN16 uPVC bulk water pressure pipeline, length of approximately 560m; estimated cost: R pipeline, length of approximately 490m; estimated cost: R 800,000; CoE Waste Water Department. 24,600,000; CoE Water Department.

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 Sub-precinct 7: 160mmØ Heavy Duty uPVC sewer accommodation complexes, single large buildings, small business pipeline, length of approximately 830m; estimated cost: R facilities etc. in order to reticulate power to consumers. 1,700,000; CoE Waste Water Department.  Mini substation – housing MV switch, transformer and LV distribution circuit breakers for several load points within . D3(c): Extension to Waste Water Treatment Works: The the vicinity; estimated cost R 31,000,000; CoE Energy subsequent phases of development will require to accommodate an Department. increase waste water treatment works (WWTW) capacity. There are two applicable to the precinct: . D3(g): Street Lighting: Street lighting is an important consideration  Extension of Hartebeesfontein WWTW by 0,5 Mℓ/day; for the development of the Aero-Blaaupan Precinct, to enable safer estimated cost R 8,000,000; ERWAT. vehicular and pedestrian traffic. Street lights are to be provided along all the major streets in the precinct to provide for a safe Extension of Welgedacht WWTW by 1,3 Mℓ/day; estimated  environment for residents and visitors during the night and ensure cost R 21,000,000; ERWAT improved road safety. The street lighting will be established on an

incremental basis, responding to the development progress. It will . D3(d): Bulk Power Upgrade from Substation: The proposed be implemented by the CoE Energy Department and the estimated developments for the Aero-Blaaupan precinct will require 55 MVA budget for this is R 4,100,000. extra power capacity. To avail this capacity and distribute this power, new switching equipment, substations reticulation systems The implementation of the second phase of infrastructure initiatives and and street lighting facilities will be required. projects will be dependent on overall development rollout within the precinct  Increasing the electrical power capacity available, provide and will be undertaken in incremental stages. the switching, distribution means and power connection to the final users of power at the required locations; 88kV underground cable reticulation to link local substations to main substation from Kempton Park and Boksburg substation connection points; estimated cost R 20,000,000; CoE Energy Department.

. D3(e) New Substations (7MVA& 10MVA) at Sub-Precincts 3, 4, 5 & 7: A new substation is required to provide sufficient power to the developments in the following Sub-Precincts, namely 3, 4, 5 and 7, particularly for new business facilities.  New 11/0.4kV substation construction; estimated cost 36,500,000; CoE Energy Department.

. D3(f) Provision of additional Mini substations: Additional mini substations will need to be provided near load clusters, such as

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7.4.4 Summary of Initiatives Promoting Ongoing Development Table 44: Summary of Supporting Initiatives

TIME- Refer to Table 44: Summary of Supporting Initiatives PRIORITY PROJECT NUMBER AND RESPONSIBILITY: (High / FRAME The summary programme highlights the priorities and indicative time frames NAME PARTNERSHIP Medium / (Short-Term; Low) Medium-Term; for each of the above initiatives that promote the ongoing development of Long-Term) the precinct. This supports and promotes the second phase of precinct development and are therefore longer-term projects and currently have a D1. Development Strategies for Adjoining Areas low priority, as the focus presently is on the implementation of the catalytic D1(a): Brentwood Park AH projects. The associated budgets will be established at the detailed project North Precinct Plan planning and approval stage. D1(b): Areas around High Road, Norton Park, Benoni CoE City Planning L L North AH D1(c): Bonaero Park and surrounds

D2. Precinct Roads Master plan D2: Preparation of CoE City Planning; Precinct Roads Master CoE Roads & L L plan Stormwater

D3. Second Phase Infrastructure D3(a): Bulk Water CoE Water and M M Infrastructure Sanitation D3(b): Bulk Wastewater CoE Water and M M Infrastructure Sanitation

D3(c): Extension to Waste CoE Water and M M Water Treatment Works Sanitation

D3(d): Bulk Power CoE Energy M M Upgrade from Substation Department

D3(e): New Substations CoE Energy (7MVA& 10MVA) at Sub- M M Department Precincts 3, 4, 5 & 7

D3(f) Provision of CoE Energy additional Mini- M M Department substations CoE Energy D3(g): Street Lighting L L Department

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Diagram 139: Development Strategies for Adjoining Areas in Transition

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Diagram 140: Precinct Roads Master Plan

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Diagram 141: Incremental Services Infrastructure Development

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7.5 URBAN DESIGN PRECINCT PLAN CUSTODIAN AND 7.5.2.2 Agency Functions IMPLEMENTATION AGENT The purpose and function of the chosen precinct plan implementation Refer to Diagram 142: Proposed Institutional Arrangements agency is the following:

. Undertakes overall development facilitation, development 7.5.1 Overview implementation, promoting good governance and efficient operations. The implementation of the Aero-Blaaupan Urban Design Precinct Plan is to Prepares project development plans for approval and undertakes be achieved through the utilisation of existing institutional capacity and . their implementation; expertise within the CoE. The proposal is to establish a dedicated precinct plan custodian and implementing agent. The custodian is specifically . Implements the precinct plan projects and initiatives; mandated and tasked to undertake overall development facilitation and . Project and programme manages the implementation process; project implementation directed by the approved urban design precinct plan. . Prepares projects for implementation through project packaging;

. Promotes economic empowerment through the structuring and 7.5.2 Precinct Plan Custodian and Implementation —Agency procurement of municipal / development agency developments; Options and Functions . Undertakes inter-departmental project co-ordination, buy-in and approval; . Promotes productive partnerships and co-operation between all 7.5.2.1 Agency Options relevant stakeholders within the precinct;

Manages and oversees precinct-based urban management and There are three potential options to establish a dedicated precinct plan . service delivery. custodian and implementing agent that will be responsible for the physical implementation of the capital projects and initiatives emanating from the . Maintains stakeholder relations and engages stakeholder precinct plan. They include: consultation / facilitation to ensure participation and buy-in of stakeholders, including the local community; and . Establishment of an inter-departmental precinct plan development . Develops and implements best practice and organisational committee (with representation from relevant departments); expertise in respect of precinct-based development management.

The allocation of the precinct plan implementation to a particular . department, for example City Planning or Economic Development;

or

. The precinct plan implementation is tasked to the Special Projects division.

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7.6 INSTITUTIONAL STRUCTURES AND PROJECT The purpose of this is that land is prepared for public or private sector IMPLEMENTATION BUSINESS PLANS development initiatives.

Resolving these matters is straight forward if the CoE owns the land. 7.6.1 Overview However, where the land is in private ownership, the CoE will need to facilitate the development process by possibly offering incentives or The CoE, based on the appropriate recommendation of the guiding plans covering application costs. discussed above, is to establish a number of supporting institutional structures, to advise and support the precinct plan custodian and Whilst the CoE has control over the development process through it’s the implementation agent in its mandate to achieve the implementation of the application of by-laws, building control and town planning processes, it is precinct plan. These are: important that both officials and politicians are made aware of the existence and ambitions of the Aero-Blaaupan Urban Design Precinct Plan. It is for . an infrastructure co-ordination task team, this reason that the CoE is required to adopt the precinct plan as formal council development policy. a land legal task team, and . . the Ekurhuleni Urban Design Advisory Committee (EUDAC), The intention is to ensure that private and public developments are of a standard that ensures they positively contribute towards the efforts of the CoE in achieving the aims and the implementation of the precinct plan. 7.6.2 Infrastructure Coordination Task Team The Land-Legal Facilitation Task Team should comprise representatives An Aero-Blaaupan precinct dedicated infrastructure technical co-ordination from at least the following municipal departments (as primary members): task team should be set up by the CoE to ensure municipal co-ordination of City Planning Department, Economic Development Department and Real all engineering services infrastructure, traffic and transportation Estate Department. Depending on specific development proposals under engineering, social services, economic development and environmental consideration at a particular time, representatives from other departments requirements. This task team would be convened to support and report to (e.g. relevant engineering departments, Transport Department, the precinct plan custodian and implementation agent. The function of the Environmental Resources Management Department, Legal Department, task team is to specifically focus on co-ordinating programming and the and others.) should be included; as well as specific expertise such as land planning and implementation of all infrastructure construction, installation surveyors or conveyancers can be involved in the task team as may be and upgrades, to meet the requirements of the urban design precinct plan required. and ensure technical compliance.

7.6.3 Land-Legal Facilitation Task Team

The CoE should, through the establishment of a Land-Legal Facilitation Task Team, aim to resolve, or assist in resolving all land-legal matters pertaining to land that would accommodate catalytic projects and other key interventions and facilitate smooth and efficient processing of land development applications and related processes and procedures.

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7.6.4 Ekurhuleni Urban Design Advisory Committee (EUDAC) 7.6.5 General Municipal Urban Management and Management Districts The CoE Urban Design Policy Framework establishes the role of EUDAC as a mechanism for design review to ensure that development initiatives are The overall urban management and provision of services for the precinct is in accordance with the urban design policies and the precinct plans. In so a critical facet to successful development and implementation. The overall doing, the EUDAC will aim to facilitate the realisation of quality urban urban management is primarily the responsibility of the Coe in terms of its environments within the City of Ekurhuleni, through the review of municipal mandate and functions. However, the private sector is also development plans and provision of expert advice and recommendations in- involved in this field through the establishment of Management Districts line with the implementation of Urban Design Policy proposals. At present (formerly Business / City Improvement Districts (BID / CID)), which augment EUDAC has an advisory status. strained municipal services in a particular geographic area.

The functions of EUDAC are to: 7.6.5.1 General Municipal Urban Management . Scrutinise all plans/proposals selected through the application criteria process, identified within the CoE Urban Design Policy The CoE Urban Design Policy outlines the following general urban Framework, that are of key significance to the CoE; management strategies to be applied in the precinct:

. Provide a platform that allows the developers an opportunity to workshop their designs with a team of expert advisors; . Place Marketing and Developing a Branding Strategy- Creating an Identity for the Precinct of Implementation to assist with renewal of Have a firm understanding of the CoE Urban Design policy visions . the area; and proposals, which will enable the committee to assist and advise developers through the design process; . Engagement and Institutional Arrangements to effectively provide a programme or strategy for ongoing maintenance which may include Promote easier and more efficient processing of development . incentives to private landowners, business’s etc.; applications by ensuring in advance that development plans/applications are in line with the approved development and . Improve the Way-leave system to control and coordinate policy guidelines; applications and maintenance schedules and contracts; . Make an informed decision ensuring that the development proposal . Develop Special Rating Areas to enable Landowners to contribute is positively contributing to the area. If conflicting with the CoE in the maintenance and management of the public realm; Urban Design Policy, then make a suitable recommendation to . Safety and security- Develop a plan for improved safety and comfort municipal officials as to why such a proposal has merit and should for the users; be considered; . Public Realm maintenance, coordinate and develop service level . Maintain consistency in respect to quality and standards within the agreements if project is a private-public partnership or alternatively precinct and across the metro; and allocate budget within council operational budget to channel . Ensure that development proposals align with the provisions of the appropriate funding to identified precincts for ongoing maintenance; CoE Urban Design Policy. . Enforcement of by-laws and Policing: Ensure that the by-laws and contraventions are enforced, and suitable policing of precincts are All development initiatives of the precinct are to be assessed and endorsed coordinated. The respective departments must be involved in the by EUDAC to ensure compliance with the precinct plan.

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early stages of the development to understand and roll out a Improvement District has taken this route. Quoted from strategy for ongoing supervision and control; http://www.capetownccid.org/about-ccid/about-us: . Management of Public Realm (Public Transport + Traders etc.)- It  “The term “city improvement district” (CID) refers to a is key to forward plan and cater for the informal sector and the specific geographical area, approved by the City Council in appropriate management and control of the informal activities. terms of the municipal Property Rates Act, Section 22 (Special Rates Area [SRA]), and the SRA bylaw, in which complementary top-up services are provided in addition to 7.6.5.2 Management District those rendered by the CID’s primary partners. In the case of the CCID, these are the City of Cape Town and the Increasingly, local authorities are finding themselves under pressure to South African Police Services. The areas in which the provide basic services for their areas of jurisdiction but with limited CCID offers such top-up services are: Safety & Security, resources. This trend has resulted in the private sector to fund and provide Urban Management and Social Development. The CCID additional “top up” service provision and maintenance with regard to safety also has a Communications department.” and security, urban management and social development.  “A non-profit organisation, the CCID operates with its own board of directors and liaises across both the public and The establishment of Management Districts has been one way for the private sectors, working together with each to develop, private sector to raise funds and secure resources to manage, secure and promote and manage the Cape Town Central City.” maintain areas such as in Johannesburg CBD, Rosebank and Sandton. These have had positive results. Their main focus has been to address It is proposed that a Management District be established on a voluntary ‘crime and grime’ and have resulted in cleaner and safer environments that basis by the current business community with the precinct to facilitate are well managed and physically attractive. improved public environment maintenance, safety and security and improve the branding of the business cluster within the precinct. The result of Management District establishment has increased the numbers of businesses and visitors, increased turnover, reduced vacancies, increased rentals, which in turn has increased the rates base for the 7.6.5.3 Other Urban Management Partnerships municipality. It has improved the economic performance of the area. Additional groupings could be set up as the project progresses to involve Recent changes in legislation enable the continuation of existing, or the stakeholders and assist in development, management, maintenance and establishment of new, Management Districts as follows: security efforts. These could include:

. The establishment of a voluntary association, in the form of a non- . a community policing forum (which already exists in Bonaero Park) profit organisation with specific service level agreements with the but could be expanded on); municipality, which is the way the City of Johannesburg resident’s associations; management districts have continued. . property owner’s forums; . The establishment of a “Special Rating Area” that can be . established in terms of Section 22 of the Local Government . business associations; Municipal Property Rates Act of 2004. The Cape Town Central City . business against crime etc.

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It is important that these groupings do not work against each other or . chains of command, lines of communication, both internal and independently but rather their actions and efforts are coordinated through external, and reporting structures; the stakeholder engagement programme. decision making powers and delegated authorities; . . monitoring, evaluation and reviewing requirements; 7.6.6 Project Implementation Business Plan Preparation . methods of coordinating the activities of municipal departments, services providers, other government departments, developers It is recommended that project implementation business plans are prepared etc., i.e. stakeholder engagement and consultation; which add an additional level of detail and project management towards the . methods to ensure alignment with CoE development policy (LSDF, implementation of catalytic projects and initiatives outlined in the Aero- RSDF, MSDF, IDP) and other municipal programmes and strategic Blaaupan precinct plan implementation strategy. This is to ensure that the initiatives; and precinct plan custodian and implementer, together with the project partners and stakeholders have comprehensive information and plans to guide their . a performance management system. decisions and actions in a co-ordinated manner, maximising the envisaged development impact. The project implementation business plan should be regarded as in integral part of the CoE package of plans, aimed at 7.6.6.2 The Financial Plan implementation of the spatial plans of the municipality. The former typically includes a: The Financial Plan establishes procedures for managing and implementing the allocated Aero-Blaaupan precinct plan budget resources and ensures the feasibility of implemented projects. This plan should address for each . Management Plan, project and initiative: . Financial Plan and . Marketing and Communications Plan. . the legislative framework; . potential sources of income / funding (grants, subsidies, tariffs, service charges etc); 7.6.6.1 The Management Plan . estimated expenditure (operating and capital); The establishment of Management Plans are crucial to the successful . investments, loans and losses; implementation of development projects. The CoE has a central role to play . assets and liabilities; in shaping the way in which this occurs as well as providing the political and costs of services; administrative climate to facilitate the process. . . potential risks and benefits; It is therefore vital that a Management Plan is prepared and adopted by the . a capital investment programme; and CoE’s precinct plan custodian and implementing agent, that provides the . business plans for specific projects. basis for managing the development process and ensuring the development rollout and the implementation plan of the Aero-Blaaupan urban design The components of the Financial Plan should be packaged in such a way precinct plan is adhered to. A Management Plan would include: that they can be seamlessly incorporated into the CoE IDP and budgetary framework. . an outline of the required management and co-ordination actions,

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7.6.6.3 The Marketing and Communication Plan Co-ordination between the three pillars is vital for an integrated project implementation. The agency focuses on the implementation of CoE Marketing and communication is concerned with both internal and external initiatives and projects, as well as undertakes specific feasibility studies and communication and the plan will need to address both aspects. prepare business plans, as mandated by the Aero-Blaaupan precinct plan.

Internal communication is concerned with ensuring that organisational . The precinct plan custodian and implementer will be mandated on harmony for those involved in the management and implementation of the project implementation by the Ekurhuleni Urban Design Advisory urban design precinct plan is achieved; Committee, which will assess the project plans and initiatives as per its mandate. This will be linked to statutory town planning The Internal Communication Plan will ensure staff is kept informed of project assessments and approvals, as well as budgeting processes; progress and decisions taken, information is disseminated timeously, The implementation programme and associated projects will also awareness of duties and responsibilities is created, problems are detected . receive inputs from the Infrastructure Co-ordination Task Team and and dealt with, which creates a culture whereby informed decisions and the Land-Legal Task Team to be established by the CoE; effective action can be initiated; . The urban management and operations for the precinct will be External communication is more concerned with marketing, promotion and undertaken as per the municipal mandate and in potentially in the garnering of support. This is to create awareness of the area and the partnership with a voluntary management association and / or the development vision and its implementation plan, attract investment, limit establishment of a special rating area, should this be found to be opposition and boost confidence in the aims and abilities of the CoE to feasible. develop the Aero-Blaaupan Precinct Plan and its various projects. Overall the institutional arrangements seek to build capacity and structure improved co-ordination to achieve an integrated precinct plan development. 7.6.7 Institutional Arrangements

Refer to Diagram 142: Proposed Institutional Arrangements

The Aero-Blaaupan precinct plan proposes the establishment of a dedicated Aero-Blaaupan Precinct Plan Custodian and Implementing Agency. This is structured into three pillars, each with a series of functions:

. Project co-ordination and approvals; . Project management and implementation: Projects / Due Diligence Studies / Management and Operations; and . Consultation and Partnerships: Stakeholder engagement, community participation and ward committee involvement, and public-private partnerships.

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Diagram 142: Proposed Institutional Arrangements

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7.7 CONCLUSION: PRIORITY ACTIONS . CoE Parks and Horticultural Services: R 5,000,000 (or CoE Environmental Resource Management together with Real Estate Refer to Table 45: High Priority Actions and Short-Term Time Frame and Facilities Management (Parks)); Catalytic Projects and Interventions CoE Engineering Services (CoE Energy): R 8,400,000 .

The priority actions for the implementation of the Aero-Blaaupan Precinct The above budgets still require to be confirmed with the relevant CoE line Plan are determined by the classification of high priority and short-term time department. frame, as well as medium term time-frame, capital projects and initiatives.

These include: It is envisaged that these initiatives are necessary to kick-start the

development process and drive the momentum for implementation. . A. Design and Deliver- Catalytic Capital Projects  A1. East-West Road Link; These high priority and short-term time frame initiatives and capital projects  A2. Blaaupan Park and Recreation Facility (Pomula Park); also meet the vision for the precinct, which was generally supported by the public and interested parties (including the authorities), as expressed in the A3. Road No. 5 Boulevard;  Open Day on 19 May 2018. The catalytic capital projects and initiatives will  A4. Supporting Engineering Services Infrastructure- lead to: A4(c): Electrical Substation Upgrade. . attract investment into the area;

. create job opportunities; and . B. Plan and Promote- Key Initiatives . improve the quality of life and uplift the community. B1: Aero-Blaaupan Regional Park and Nature Reserve /  Greenbelt. The implementation strategy requires to be incorporated into the next

budgetary cycle and inclusion into the next round of IDP review. . C. Illustrate and Facilitate- Key Initiatives  C1: Gauteng Industrial Development Zone (GIDZ);  C2: Gauteng Department of Infrastructure (GDID) Land;  C3: Erf 288 Pomona Estates AH;  C4: Caro Nome AH (South) and Parkhaven;  C5: Sub-Precinct 5- Green Industrial Estate.

The total estimated budget for specifically the high priority and short-term time frame catalytic capital projects is estimated at R 45,400,000. This is divided as follows:

. CoE Roads and Stormwater / Transport: R 32,000,000;

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Table 45: High Priority Actions and Short-Term Time Frame Catalytic Projects and Interventions

TIME-FRAME PRIORITY COST ESTIMATE PROJECT NUMBER AND REPORT RESPONSIBILITY (Short-Term; RISKS / SHORTFALLS (High / (R) NAME REFERENCE (Department) Medium-Term; Medium / Low) Long-Term) A. DESIGN AND DELIVER – CATALYTIC CAPITAL PROJECTS Budget allocation; A1. East-West Road Link Table 35 CoE Roads and Stormwater environmental assessment – H S R 22,000,000 wetlands; water use license. Lack of funding; no business A2. Blaaupan Park and CoE Environmental Resource or community support / Recreation Facility Table 36 Management together with Real Estate H S R 5,000,000 involvement; management (Pomula Park) and Facilities Management (Parks). capacity. A3. Road No. 5 Boulevard Table 37 CoE Roads & Stormwater Budget allocation. H S R 10,000,000 A4. Supporting Engineering Services Infrastructure A4(c): Electrical Substation Environmental and social Table 40 CoE Energy H S R 8,400,000 Upgrade considerations. B. PLAN AND PROMOTE – KEY INITIATIVES B1: Aero-Blaaupan Regional CoE Environmental Resource Impact of PWV 15 Detailed Park and Nature Reserve Section 7.3.4.3 Management together with Real Estate H M Operational Budget Design Study / Greenbelt and Facilities Management (Parks) C. ILLUSTRATE AND FACILITATE – KEY INITIATIVES C1: Gauteng Industrial CoE City Planning & Economic Economic drivers; market Development Zone Section 7.3.4.4 H S Operational Budget Development; GIDZ conditions. (GIDZ) C2: Gauteng Department of CoE City Planning & Economic Environmentally sensitive Infrastructure (GDID) Section 7.3.4.4 H M Operational Budget Development; GDID areas. Land C3: Erf 288 Pomona Estates CoE City Planning; CoE Real Estate Compliance with conditions Section 7.3.4.4 H S Operational Budget AH and Facilities Management of sale. C4: Caro Nome AH (South) CoE City Planning; CoE Real Estate Adherence to precinct plan Section 7.3.4.4 H S Operational Budget and Parkhaven and Facilities Management design guidelines. C5: Sub-Precinct 5- Green CoE City Planning; CoE Real Estate Industrial land owners Section 7.3.4.4 H M Operational Budget Industrial Estate and Facilities Management association not established.

TOTAL R 45,400,000

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TIME-FRAME PRIORITY COST ESTIMATE PROJECT NUMBER AND REPORT RESPONSIBILITY (Short-Term; RISKS / SHORTFALLS (High / (R) NAME REFERENCE (Department) Medium-Term; Medium / Low) Long-Term) DUE DILIGENCE COMPONENTS IMPACTING INTERVENTIONS TO BE CONSIDERED WHEN ADDRESSING THE ABOVE-MENTIONED CATALYTIC INTERVENTIONS IN THIS TABLE 1. Sensitive natural environment (EIA and strategy for the broader region) 2. The Pan in Bonaero Park Extension 1 is polluted due to poor maintenance of infrastructure, which CoE Roads & Stormwater, CoE Subject to approach caused a sewerage leak Section 7.3.2.1 Environmental Resource Management, N/A N/A N/A taken into this pan. As it’s a Economic Development maintenance issue it’s not addressed as part of the Implementation Strategy, this problem must be properly appraised and attended to appropriately 3. 4. PWV 15 proposal and supporting requirements – east-west connections, Natural environment Gautrans, CoE Strategic Planning, City considerations, access to Planning & Economic Development; Subject to approach existing landholdings, Section 7.3.2.2 CoE Environmental Resource N/A N/A N/A taken extension of the K86, Management, CoE Transport & Fleet Public transport impact. Management This should be considered along its entire length of Ekhurhuleni’s jurisdiction. 5. Stormwater management CoE Strategic Planning, City Planning Subject to approach plan (regional capturing Section 7.3.2.3 & Economic Development; CoE N/A N/A N/A taken OR Tambo Airport Runoff, Environmental Resource Management 6. OR Tambo International CoE Strategic Planning, City Planning Subject to approach Section 7.3.2.4 N/A N/A N/A Airport existing and & Economic Development; CoE taken

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TIME-FRAME PRIORITY COST ESTIMATE PROJECT NUMBER AND REPORT RESPONSIBILITY (Short-Term; RISKS / SHORTFALLS (High / (R) NAME REFERENCE (Department) Medium-Term; Medium / Low) Long-Term) expanded airport impact Environmental Resource Management, on building development ACSA (noise / height/ building design)

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8 CONCLUSION 8.2 SECTOR PLANS, KEY AREA URBAN DESIGN PLANS AND DESIGN DIRECTIVES

8.1 URBAN DESIGN PRECINCT PLAN The precinct plan establishes a specific development direction through sector plans and the layout, design and activity pattern of core areas within The Aero-Blaaupan Urban Design Precinct Plan establishes the desired the precinct. development direction for and defines the inherent development potential of the precinct. It unlocks this development potential in a way that is mutually . The sector plans include: An integrated movement and public beneficial to all public and private stakeholders in the area, and steers transport plan: This specifies several components, including the development in a co-ordinated and integrated direction that realises the street grid and street typologies, the public transport plan and development vision, and meets a range of spatial, urban design, socio- associated facilities, the non-motorised transport plan incorporating economic and engineering services objectives, which are unlikely to result pedestrian movement and cycling, culminating with transport if simply left to market forces. recommendations and transportation design principles.

. An environmental development plan: This defines the precinct’s The Aero-Blaaupan Precinct plan establishes the development of a mixed- natural areas and systems, the key environmental components and use precinct centred on a central public open space spine. It builds on outlines the required environmental actions and interventions. existing and expands the land use activity mix within the precinct. This includes the incorporation of mixed-use business activities; business . A detailed land use plan: This specifies the proposed land use estates and light industrial park and business park uses. This establishes a activities and envisaged development rights and controls for each range of investment and development opportunities, creating employment of the seven sub-precincts. and promoting economic growth. The precinct development includes the . A community facilities plan: This specifies the proposed provision establishment of an integrated public environment, with a regional central of social services and education facilities in addition to the existing park and nature reserve, associated recreation activities, linked and ones. connected through an extended tree-lined pedestrian network with cycle . An infrastructure services plan: This specifies the proposed paths. This establishes a walkable environment with convenient access to provision and development of the full suite of engineering services affordable public transport services. Integrated with the public environment required to enable the development of the precinct plan. These design is a network of safe streets with tree-lined boulevards and avenues include water, stormwater, electrical, solid waste, sewer and telecommunications infrastructure. Through the precinct plan the CoE asserts its authority on the development of the Aero-Blaaupan precinct. It enables the CoE to guide and direct all . A socio-economic development plan: This identifies the socio- future public and private physical development initiatives and projects. This economic benefits of the envisaged precinct plan development, and includes a range of public realm projects, which are considered to be key broadly quantifies the socio-economic benefits in terms of job elements that form catalysts to the envisaged development, put in place creation (employment opportunities) and potential gross domestic supporting street development, transportation initiatives and engineering product. services, and direct land preparation, to affect the envisaged physical development outcomes. Design directives and development detail, encompassing the physical components and an urban design plan, the spatial structure and land use activities, the pedestrian network and vehicular movement, specific design

June 2018 292 GAPP Consortium Aero-Blaaupan Urban Design Precinct Plan directives and the envisaged urban character, are established for the . Precinct and Surrounds Stormwater Management Plan: The impact following focus areas: of stormwater runoff within the precinct has been identified as a major concern. The ward councillor for the area and residents at the . Blaaupan and surrounds community meetings have specifically raised this issue. Flooding in . Parkhaven Pan and surrounds areas within the precinct and further downstream of the precinct have occurred at various times. There is the concern that if no Central Green Spine Pedestrian Network . comprehensive stormwater management strategy and associated . Sub-Precinct 1: Gateway Triangle Design Directives measures are put in place, that this situation will worsen with the . Sub-Precinct 3: Atlas Road Activity Spine: Publicly Owned Land new development proposals. For these reasons it is recommended Design Directives that a comprehensive Stormwater Management Plan be prepared . Sub-Precinct 5: Brentwood Light Industrial Design Directives for the applicable catchment area, which is larger than the existing precinct boundary. This study should be undertaken in conjunction A set of public environment urban design directives is established, outlining with the stakeholders such as ACSA and Gautrans (PWV15), who where the public environment components are to be physically developed have significant development interests in the area. The stormwater and outlining how these should be designed. They include: management plan could be included as a component of the environmental assessment required for the establishment of the . An overall public realm plan. proposed catalytic intervention, the Aero-Blaaupan Regional Urban . The main pedestrian network. Park and Nature Reserve / Greenbelt. Furthermore, a key capital . Public squares, edges, gateways & special features. project is the proposed establishment of a stormwater attenuation dam, which must be incorporated into the environmental study. . Regional park, recreation and natural public open space. . Environmental Impact Assessment: Given the extent of the Priority streetscapes and pedestrian links for: . environmental systems within the precinct, it is recommended that  Mirabel Street and Lanseria Road- Pedestrian Avenue appropriate environmental assessment investigations are  Geldenhuys Street and Busschau Road- Perimeter Street undertaken. along Pan . PWV15 Freeway: The proposed freeway centreline (CL) alignment  Pedestrian Link with Church and interchanges have not been finalised by Gautrans (March  Industrial Estate Boulevard- Road No. 5 2018). Gautrans is in process of appointing consultants to finalise the detail design. The detail design of the PWV15 would also . The development of mobility route parkways. require a comprehensive Environmental Impact Assessment, given . Palettes for street furniture and signage. that the existing freeway proposal is aligned longitudinally through . Examples of public installations, art and edges. the wetland. It is noted that in this context the precinct plan’s environmental assessment recommends that the proposed PWV15 alignment be realigned to the east of the central wetland and pan 8.3 KEY DUE DILIGENCE STUDIES system, in order to avoid the loss of wetland habitat and alteration of hydrology. This approach is supported by the CoE Department The Aero-Blaaupan precinct plan proposes the following due diligence of Environmental Resource and Waste Management. studies that are required to enable the co-ordinated and integrated development of the area:

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8.4 IMPLEMENTATION STRATEGY 8.5 REALISING DEVELOPMENT POLICY AND MEETING COMMUNITY NEEDS The priority actions for the implementation of the Aero-Blaaupan Precinct Plan are determined by the classification of high priority and short-term and The proposals of the Aero-Blaaupan Precinct Plan meet a variety of medium term time-frame, capital projects and initiatives. These include: development objectives that direct the work and functions of both the public and private sector, and in particular those of the CoE to execute its . A. Design and Deliver- Catalytic Capital Projects developmental mandate. This includes:

 A1. East-West Road Link . Establishing a specific development direction for the Aero- A2. Blaaupan Park and Recreation Facility (Pomula Park)  Blaaupan Precinct, to enable the redevelopment of certain parts of  A3. Road No. 5 Boulevard the precinct, and in others achieve the envisaged development  A4. Supporting Engineering Services Infrastructure- potential, particularly where land is underutilised and changes in A4(c): Electrical Substation Upgrade land use activity are occurring. . Rehabilitation of the functions of the natural environment within the . B. Plan and Promote- Key Initiatives precinct and the development of a regional park that includes both  B1: Aero-Blaaupan Regional Park and Nature Reserve / recreational activities and restored habitat. This also includes the Greenbelt. establishment of ecological engineering functions to implement sustainable stormwater management systems. These proposals are in alignment with the CoE Key Water Bodies Action Plan . C. Illustrate and Facilitate- Key Initiatives (Feasibility Master Plan of Ekurhuleni’s Water Bodies) (CoE, 2016)  C1: Gauteng Industrial Development Zone (GIDZ) Land for certain of the key wetlands in the municipal area, including  C2: Gauteng Department of Infrastructure (GDID) Land Blaaupan.  C3: Erf 288 Pomona Estates AH . Establishing sustainable developments in the form of business estates and industrial parks. These are characterised by physical C4: Caro Nome AH (South) and Parkhaven  development which reduce their environmental impact by reducing  C5: Sub-Precinct 5- Green Industrial Estate. air emissions, reduced energy and water consumption and reduced discharges of wastewater. The developments are green building The estimated budget for specifically all the A-category high priority and orientated, set in landscaped and park-like environments, utilising short-term time frame catalytic capital projects is estimated at R 45,400,000. renewable energy sources and reduce their overall environmental These budgets still require to be confirmed with the relevant CoE line impact or ecological footprint. departments. Reinforcing the development of the regional activity spines along . Atlas and Great North roads, promoting economic growth by It is envisaged that these initiatives are necessary to kick-start the capitalising on the visibility, access and strategic location. development process and drive the momentum for implementation. . Improving and expanding the existing street network, to accommodate the envisaged development, as well as forging links with the surrounding area.

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. Upgrading and improving engineering infrastructure services to . The MSDF urban design principles, combined with the support the precinct development plan. incorporation of the CoE Urban Design Policy Framework guidelines into the precinct plan proposals. The established ward priorities 2017/2018 fall outside of the precinct . The MSDF street edge guidelines are also applied in the precinct boundaries. However, a key issue over the entire area is stormwater plan. management, which the precinct plan addresses as a key due diligence study. The COE MSDF takes into consideration the principles of the CoE GDS, inherent in the hierarchy of plans approach of the CoE. As the precinct plan The CoE Built Environment Performance Plan (BEPP) identifies the slots into this overall hierarchy, the following GDS principles are achieved Blaaupan-Aero precinct as a priority intervention area as it forms part of the in the precinct plan: Aerotropolis Core. It proposes the development of a diversity of land use activities within the precinct to a minimum level of intensity and density that Re-urbanise (sustainable urban integration): Functional supports the urban network development approach. Key infrastructure . densification; effective public transport; and inward urban growth. capital projects are established, forming catalytic interventions that will realise the development. The Aero-Blaaupan precinct plan meets the . Re-industrialise (job creating economic growth): Development of following BEPP precinct development proposals: industrial sector clusters to leverage on existing industries to grow and develop value chain opportunities; and facilitate development and provision of economic infrastructure to encourage economic . BRT route and stations along both Great North and Atlas Roads. activity in other potential and identified areas achieved the through . A mix of land use activities including: Residential densification; development of industrial parks, logistics hubs, and the other commercial greenfields / redevelopment; industrial greenfields; business activities proposed in the precinct plan. institutional greenfields / redevelopment; mixed use greenfields / Re-generate (environmental wellbeing): The precinct plan redevelopment; and office redevelopment . promotes sustainable stormwater management; design directives

are included for alternative land use / building uses and “green” The Aero-Blaaupan precinct plan responds to the CoE MSDF development buildings and services. It also promotes the development of a principles. Overall the precinct plan promotes the development of a central regional urban park and greentbelt wetland system. sustainable compact urban system; creates a sustainable and functional open space network; optimises the job creation capacity of the formal . Re-govern (effective corporate governance): Planning to lead economy; actively promotes sustainable public transport; promotes access decision making through the preparation of the precinct plan. to social and municipal services; and promotes sustainable development. Specifically, the precinct plan achieves: 8.6 WAY FORWARD

. Reinforcing the MSDF urban structuring elements: Consolidating Overall the Aero-Blaaupan Urban Design Precinct Plan is multi-faceted and the development of Great North and Atlas Roads as activity spines; dynamic, providing a detailed development plan which establishes a quality promoting the development of the CoE Aerotropolis (the primary urban development that is environmentally responsive, integrates the core of the municipality); promoting principles of sustainable precinct with its surroundings, and establishes a variety of socio-economic neighbourhood development; promoting densification to achieve a benefits. compact urban form, promoting effective public transport; and

establishing an integrated municipal open space network.

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It is envisaged that the identified due diligence studies and the proposed priority interventions and catalytic capital projects will lead to:

. improved stormwater management interventions; . new public investment into public parks and nature areas (Blaaupan) and improved road infrastructure; . attract investment into the area; . create job opportunities; and . improve the quality of life and uplift the residents and improve the business environment within the precinct.

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REFERENCES

. Aerotropolis Planning and Land Use Guidelines (PLUG), CoE City Planning Department- Spatial Planning Directorate (Metroplan), February 2013.

. CoE GIS Information. . CoE Region A RSDF Land Use Plan- Sectoral Plan 1: Linking Strategic Spatial Planning to Land Use Management (Metroplan), October 2013. . Ekurhuleni Metropolitan Municipality, Metropolitan Spatial Development Framework: 2015, Section C: Spatial Development Framework.

. Ekurhuleni Metropolitan Municipality with Iyer Urban Design Studio,

Urban Design Policy Framework, 2016.

. Ekurhuleni 25 Year Aerotropolis Master Plan- Part 6: Land Use Plan, 2015. . Ekurhuleni Growth and Development Strategy 2055 (2011). . Ekurhuleni Urban Design Policy Framework, CoE Metropolitan Spatial Planning Division, City Planning Department (Iyer Urban Design Studio), 2016.

. Johannesburg Development Agency, Integrated Annual Report 2016/17. . Llewlyn Davies Yeang, Urban Design Compendium, 2000 (English Partnerships). . Region A Regional Spatial Development Framework, CoE, October 2015.

. 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

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