are primary nodes of the highest order. these nodes accommodate the highest degree of service...

TSHWANE RAPID TRANSIT (TRT): SPATIAL DEVELOPMENT POLICY : DENSIFICATION AND INTENSIFICATION GUIDELINES

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ANNEXURE A

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TSHWANE IRPTN SDF PLANNING POLICY GUIDLINES DENSIFICATION

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TABLE OF CONTENTS

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ABBREVIATIONS GLOSSARY OF TERMS

PART ONE: INTRODUCTION 1.1 Approach 1

PART TWO: METROPOLITAN CONTEXT

2.1 City Vision 2 2.2 The Spatial Vision 2 2.3 Consolidation and Densification 3 2.4 Urban Form and Transport Integration 6 2.5 Liveable Street Concept 6

PART THREE: DEVELOPMENT GUIDELINES

3.1 Residential 8 3.2 Criteria for Densification 9 3.3 Consolidation and Densification 9 3.4 Design Guidelines 13 3.5 Design Matrix 40 3.6 Standard Conditions 44

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ABBREVIATIONS

_________________________________________________________________________________________ BRT

Bus Rapid Transit CBD

Central Business District COT

City of Tshwane EMF

Environmental Management Framework GLA

Gross Leasable Area IDF

Integrated Development Framework IDP

Integrated Development Plan ITP

Integrated Transport Plan LSDF

Local Spatial Development framework MSDF

Metropolitan Spatial Development Framework RSDF

Regional Spatial Development Framework SDF

Spatial Development Framework

SPTN

Strategic Public Transport Network TOSF

Tshwane Open Space Framework ZOC

As per CDS: Zone of Choice

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GLOSSARY OF TERMS

_________________________________________________________________________________________ ACTIVITY NODES

Areas of concentration of mixed land uses. ACTIVITY SPINES

Mobility routes connect a number of nodes or mixed use areas, serving as the main public transport channels of the region. These routes could support linear development although not necessarily continuous along its length. Higher order land uses should be accommodated in the nodes, but lower order land uses could develop in a linear fashion subject to alternative access opportunities. Densification along these spines should be encouraged to maximise the public transport opportunities provided by these routes.

ACTIVITY STREETS

Local collector roads supporting lower order land uses in a linear fashion along its length. Direct access to land uses is provided compromising mobility for activity. Development along activity streets should be permitted in accordance with a local spatial development framework.

CAPITAL CORE The Tshwane Inner city is identified as the Capital Core as it is the

city’s first order node amongst all metropolitan nodes. Traditionally, the inner city is also the Central Business District (CBD) of major cities. Tshwane is no different.

Historically, the inner city was the geographic heart and centre of what is now the Tshwane area. Over time, though, due to the extension of the Tshwane boundaries, the Inner City is no longer geographically central, but still plays a very important role with regards to the concentration of retail, office and government buildings to be found in the area.

The Capital Core must:

Be the focal point for housing government departments

Be developed to a higher than average density, supporting all principles of smart growth.

CLUSTER AND SPACE ● Refers to clustering of residential activities and consolidation of

ecological spaces. COMPACT

Compact urban form increases efficiency in the way people can use the city and in the way the city is managed. More people live in a smaller area in a compact city and this higher density allows for efficient provision of public transport, social and other services. The opposite of a compact city is urban sprawl.

CONCENTRATION ZONES

The Concentration Zones are the primary focus areas for high density, medium to high-rise residential developments and are centred around nodes of metropolitan importance such as Metropolitan and Urban Cores (High Density Zones), Transit Promotion Zones and other strategic locations.

COT

City of Tshwane. DENSIFICATION

Increase of residential density following the guidelines of the Densification and Compaction Strategy, May 2005.

EMERGING NODES

Over the past few years, certain economic, social and/or residential opportunities have begun to emerge in various localities in the city. The realisation of these localities into fully fledged nodes will depend on a number of factors. While the future of these nodes is uncertain, the potential for greater development is clear. Identifying future urban areas also provides an opportunity to plan for the provision of new infrastructure and timely planning for growth that is sustainable. Emerging nodes will be managed subject to growth management principles.

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HIGHER ORDER LAND USES

Land uses normally associated with higher impact on the surrounding environments and high traffic generating land uses. It includes but is not restricted to include the following: retail, entertainment, industrial.

INDUSTRIAL

As referred to on the framework plans includes: light or heavy industrial or high-tech and commercial uses. The appropriate intensity of development to be determined on a local level.

INFILL

The development of undeveloped or underdeveloped land within a developed urban area with infrastructure available.

INNER CITY

An area in the City of Tshwane comprising the Pretoria Central Business District and surrounding residential areas.

INTENSIFICATION

The process of intensifying activities or land use by increasing floor area, height or number of activities.

LIVABLE STREETS

Liveable Streets are defined as streets for everyone that are planned, designed, and operated to enable a network of safe access for all users including pedestrians, bicyclists, and transit riders

LINEAR ZONES

As per Densification and Compaction Strategy referring to activity spines and linear channels forming a lattice of movement.

LOWER ORDER LAND USES

Land uses that are not usually associated with high impact on the surrounding environment and with low traffic generating characteristics.

METROPOLITAN /DEVELOPMENT CORRIDOR

A development strip located between a first or second order mobility route providing visual exposure and a parallel activity route providing access.

METROPOLITAN NODES

These are primary nodes of the highest order. These nodes accommodate the highest degree of service specialisation and offer the widest range of services. Often, metropolitan nodes will have regional/provincial relevance. In the Tshwane context, Metropolitan nodes are those nodes within the City (economically) benefiting primarily from the investment of the private sector. Equally important is that these nodes serve as economic hubs and focal points for employment opportunities. The role of the public sector in such nodes is to manage the rate of growth, provide infrastructure in line with the growth management plan and maintain the urban environment.

Such localities are also where the most extensive land use rights, including densities, are likely to be supported, in line with the growth management strategy.

MIXED USE

Refers to land uses such as offices/commercial/residential/ industrial/retail/entertainment/institutional ect. It also refers to a mix of uses within a specific area (node or corridor). The advantage of mixed uses is that access and convenience are increased as transportation distances are decreased. The combination depends on the specific area. A mixed-use could refer to retail at street level, institutional on the floor above and residential on the upper floors, or only use per erf. Principles regarding retail, commercial and industrial uses / rights are still applicable as indicated in this document. Mixed land use in an industrial area could include industry, commercial and retail uses.

MOBILITY ROAD

Primarily serves intra-metropolitan traffic. While this route is characterised by through traffic, trends indicate pockets of mixed use developments located alongside. It serves as the most important linkages between the Metropolitan Activity Areas (Capital Core/Metropolitan Cores/Urban Cores/Specialised Activity Areas).

MOBILITY SPINE

A Mobility Spine is an arterial along which through traffic flows with minimum interruption (optimal mobility). Much smaller than highways, Mobility Spines are usually made of two lanes of opposite vehicle flow. It serves the purpose of inter-regional and metropolitan movement.

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NODES

A node is a place where both public and private investment tends to concentrate. Nodes are usually associated with major road intersections, or with public transport nodes such as railway stations and taxi ranks. It offers the opportunity to locate a range of activities, from small to large enterprises and is often associated with mixed-use development including high density residential uses. Nodes differ in size, the types of activity that occur within them, the size of the areas served and the significance within the city.

PUBLIC TRANSPORT FACILITIES

Including train stations, taxi and bus facilities with ancillary uses. SUBURBAN DENSIFICATION

As per Densification and Compaction Strategy: Residential densification in areas that are not located in concentration zones of along linear development spines.

SUSTAINABLE DEVELOPMENT

Development that has integrated social, economic and environmental factors into planning, implementation and decision-making, so as to ensure that it serves present and future generations.

SUSTAINABLE HUMAN SETTLEMENTS

The term ‘sustainable human settlement’ refers to a spatial concept That has two areas of emphasis: 1) human 2) sustainable. “The human-centred approach emphasises that a central purpose of planning is to ensure that the developmental needs and activities of people living in settlements are catered for and, in particular, that Opportunities for people to achieve their full potential are maximised through their own efforts. This approach, rather than being purely cost- or technology-driven, is people-driven and democratic”. It makes such settlements socially, politically and economically sustainable. But there is also the dimension of environmental sustainability.

TRANSPORT–ORIENTATED DEVELOPMENT (TOD)

Transit-oriented development (TOD) is a mixed-use residential or commercial area designed to maximize access to public transport, and often incorporates features to encourage transit ridership. A TOD

neighbourhood typically has a centre with a transit station or stop (train station, metro station, tram stop, or bus stop), surrounded by relatively high-density development with progressively lower-density development spreading outward from the centre. TODs generally are located within a radius of one-quarter to one-half mile (400 to 800 m) from a transit stop, as this is considered to be an appropriate scale for pedestrians.

URBAN CORES

Former township areas were developed as a result of forced relocation programmes. Inevitably, these townships grew to accommodate large populations of low income or unemployed people. The economic circumstance was clearly evident in the quality of the physical environment. Under the new government which was established in 1994, these township areas were identified, not as a blight in the urban fabric as previously thought of, but as beacons of opportunity, through the human capital that was concentrated within the various communities of the townships. Due to the great need that often belies such nodes, the government has to play a more active role in social and economic restructuring, especially in view of the limited private investment, relative to Metropolitan cores. The Neighbourhood Development Programme Grant (NDPG) is a nationally funded programme that aims to address the improved quality of environment in urban cores.

URBAN DEVELOPMENT

Developed areas that will be completely transformed by human intervention and accommodate a range of intense land uses.

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PART ONE: INTRODUCTION _________________________________________________________________________________________ 1.1 APPROACH AND METHODOLOGY The approach to the preparation of the TSHWANE RAPID TRANSIT (TRT): SPATIAL DEVELOPMENT GUIDELINES was based on the following:

The MSDF and RSDF objectives, vision and supporting strategies as well as development issues were used to inform the role and function of the region. (MSDF 2012, RSDF 2013)

Existing planning and BRT / IRPTN documents were utilised to inform the analysis. (Jan 2014)

Land Use – Transport Integration Plan for the IRPTN Operation Plan for the Cot : IRPTN Specialised Unit (Jan 2014)

The TSHWANE RAPID TRANSIT (TRT): SPATIAL DEVELOPMENT GUIDELINES was formulated to meet both regional and metropolitan and national requirements.

Any development application within the influence area of IRPTN lines shall be evaluated based on the policy provisions contained in the document. Furth the document must be used as guidelines in the compilation of Spatial Development Frameworks along corridors. The TSHWANE RAPID TRANSIT (TRT):

SPATIAL DEVELOPMENT GUIDELINES is not the sole mechanism in determining the suitability of any potential change in land use, but should be used in conjunction with requirements as may be determined by infrastructure availability and other relevant aspects that may not be contained in the RSDF.

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2. PART 2: POLICY GUIDLINE CONTEXT _______________________________________________________________________________

2.1 INTRODUCTION

The purpose of the report is to provide the City with Spatial Development guidelines for densification and intensification around Tshwane Rapid Transit stations. The document also provides guidelines in terms of the preparation of planning for IRPTN corridors “Investments in mass rapid transit such as BRT have the potential to restructure the way cities grow, however the literature suggests that this is unlikely to occur instantaneously, and that supportive policy approaches, tools and mechanisms may be required. “ A CASE FOR SMARTER CITY GROWTH: A strategic analysis of Cape Town’s Phase 1a BRT system and its supporting land use environment, Peter Grey and Roger Behrens. Different policy’s guides to the formulation of the Spatial Development Frameworks and development guidelines along corridors. The following policies form the base of the study.

2.2 CITY VISION

2.2. THE SPATIAL VISION The Spatial Vision of the City of Tshwane is to conduct integrated planning, maximising on spatial efficiencies for optimal service delivery.

A Spatially Efficient Capital City that is Sustainable, Competitive and Resilient:

Sustainability: Optimising the use of land through densification, infill and consolidation, resulting in a city with spatially integrated equal opportunities, correcting spatial imbalances, creating sustainable settlements and advancing social equity.

Competitiveness: Instilling investor confidence by ensuring a well-managed quality built environment through enforcement of relevant legislation, maintenance and management of infrastructure and strategic investment in infrastructure focus areas targeting broad-based economic growth.

Resilience: Being innovate and adaptable, whilst maximizing spatial opportunities and in turn maximizing economic growth opportunities through strategic investment decisions.

2.3 TSHWANE VISION 2055

The primary function of Tshwane Vision 2055 is to overcome tendencies of fragmentation and ensure that all structures of civil society, community based organisations and private business are coordinated around the implementation of agreed short- to long-term priorities, mapping out various steps that need to be undertaken. In order to achieve the Outcomes of Tshwane Vision 2055, strategic priority interventions/programmes must be measurable, achievable, time bound, accompanied by budget, and supported by a capable institution to facilitate implementation.

The City of Tshwane is a polycentric City that is made up of Regions and nodes that possess a number of opportunities. Drawing from experiences of other cities, the combination of these opportunities and the principles of spatial transformation dictate that we, through our Regions:

Drive spatial transformation through densification and compact development;

Address many of the ills currently caused by urban sprawl;

Achieve a balanced sustainable growth to optimise the potential and infrastructure capacity;

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Revitalise and develop new economic nodes that support transit-oriented development and public transport systems;

Strategically invest in infrastructure targeting various nodes, corridors, activity spines, and strategic land parcels that support higher intensity of mixed use development;

Achieve a balanced sustainable urban growth by implementing a certain density typology based on the characteristics of the locality;

Conserve and protect natural resources through the intentional ordering of urban development within the boundaries of specific delineations; and

Give equal access to the City’s social and economic infrastructure.

2.4 CONSOLIDATION AND DENSIFICATION Given the comprehensive system of discernible urban corridors and public transport potential within Gauteng, consolidation of urban development should be concentrated around existing primary urban centres, urban nodes, and urban corridors and along urban activity spines.

2.5 URBAN FORM AND TRANSPORT INTEGRATION In all successful cities there is a strong linkage and interaction between movement patterns and systems and urban development. It is necessary that land use planning is done in a matter which supports public transport but it is also necessary to ensure that mass public transport planning promotes and supports urban restructuring and sustainable urban development. The city historically developed around a strong central core as mono-centred city. Private investment patterns changed over time with increasing car ownership and a ring of satellite nodes developed. These satellite nodes developed into viable decentralised locations, creating a multi-nodal urban form.

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A further implication of the development of the satellite nodes is that the City of Tshwane is becoming increasingly inefficient and hence unsustainable spatially. More residents are becoming ever more dependent on private transport, which is becoming increasingly expensive. The majority of the City’s residents have no option other than to rely on inadequate public transport which is also becoming more expensive and unsafe. Future Spatial Development of Tshwane In order for Tshwane to accommodate the projected population growth and become sustainable within the Gauteng context, densification will have to take place within specific transport orientated corridors. The future spatial development of Tshwane will focus on the intensification of urban and metropolitan core areas. The growth of Tshwane should be directed inwards towards the metropolitan nodes, mixed used activity spines and specialised activity zones. The Nature of Public Transport Corridors and their role as Macro Urban Structuring Elements The development of a mass public transport system such as the IRPTN / BRT System, Rail and Light Rail can be seen as a tool to achieve both of the following:

The efficient movement of people around the metropolitan area; and

The overall restructuring of urban functionality through the employment of an efficient and appropriate public transport system.

The distinction between the two objectives is important from an urban planning perspective. If the objective is merely to move people around in the city, particularly moving them from home to work and vice versa, then the development of a mass public transport system is purely a transportation issue and is primarily concerned with the provision of roads, infrastructure and vehicles.

However, if such a system is to be utilised to improve not only the movement of people, but also to contribute to the improvement of the overall urban functionality an urban image, then the integration between aspects such as transport planning, land-use planning, urban design and urban management becomes vital. Spatial inefficiency- densification policies cannot be implemented without the support of public transport. More residences add more vehicles on roads which are over capacity. Public transport can be regarded as the tipping point of the success of the city’s spatial policies. Bicycle lanes and pedestrian lanes: Effort must be put in the establishment of separate bicycle lanes pedestrian walkways to allow for safe movement of the latter. This is the norm in every world city. If the latter is provided it will encourage this kind of transportation which will alleviate traffic problems The Bus Rapid Transit and Rail should be the backbone of the future Tshwane transport system. The intention is that they become the preferred mode of travel for the majority of residents. In time, the improved public transport system should slowly start overtaking private vehicle usage specifically in nodal areas. This intervention will encourage transit-oriented developments. Key characteristics of transit-oriented development include:

a rapid and frequent transit service

high accessibility to the transit station

a mix of residential, retail, commercial and community uses

high-quality public spaces and streets which are pedestrian and cyclist friendly

medium to high density development within 800 metres of a transit station

Reduced parking ratios for private cars.

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This means that developments that cater for, or provide public transport solutions or align themselves along public transport routes will be prioritised. The decrease of private vehicle usage will also promote pedestrianisation of urban areas and an overall decreased carbon footprint. On the reverse side, in order for efficient transport systems to be sustained, a critical mass of users must be achieved. This means that localities that would induce the convergence of large numbers of people would be required. This again, points to the nodal concept of the widest possible range of services within an area and highest residential densities being supported. The higher the rate of usage of the public transport system, the more affordable it will be. At the same time, the convergence of a large number of private vehicles in a locality causes traffic congestion and an avoidance of such an area by those who have alternatives. Removal of private vehicles can effectively improve the quality of an environment. Bus Rapid Transit (IRPTN System) The development of the fully integrated network will take place over a series of phases, in order to match the available resources for planning, finances, and construction. In addition to the full implementation of the Priority Rail Network, the following corridors are recommended for development of trunk and or other road services in project Phase 2: Phase 2A basically consists of the corridor from Klipkruisfontein Node /Akasia Node to Pretoria CBD, to Hatfield, Menlyn and Mamelodi.

Source: City of Tshwane, IRPTN phase 1

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Vision and Objectives Tshwane’s residents depend upon the efficient provision of public transport services to fulfill their daily mobility needs. The integration of the different rail, bus, minibus, and non-motorised transport options remains a major goal in delivering more convenient and cost-effective services. The proposed Implementation Plan seeks to articulate the vision and steps required to implement a public transport system that integrates all modes into a seamless and high-quality network. The overall goal of this initiative is to improve the quality of life for the city’s residents through the provision of an integrated public transport network that is rapid, safe and secure, convenient, clean, affordable, and socially equitable.

Source: City of Tshwane, Gautrain station

Livable Streets Concept Liveable Streets are defined as streets for everyone that are planned, designed, and operated to enable a network of safe access for all users including pedestrians, bicyclists, and transit riders “If cities are serious about ‘public transport first’ and ‘city restructuring’, proactive measures are urgently needed to incentivise appropriate land use responses and encourage modal shift to support IRPTN investments. “

Source: City of Tshwane, City Planning and Development Department

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The attached diagrams give a clear indication of how the truck routes must be developed in cases were 32 meter and more than 40 meters road reserve is available. Examples of 32 meter streets reserves on the phase 1 of the IRPTN routes are Paul Kruger Avenue in the CBD, Jorissen, Lynnwood up the N1, and examples of more than 40 meters are Paul Kruger north of the CBD, Nana Sita EXSAMPLE OF < 32 METER STREETS


Paul Kruger Avenue

Jorrison Street

Lynnwood west of Attebury Avenue

Attebury west of N1

EXSAMPLE OF + 40 METER STREETS


M20 (Doreen Street)

Nana Sita Street

Lynnwood, East of Attebury Avenue

Attebury east of N1

Simon Vermooten Avenue

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Source: City of Tshwane, City Planning and Development Department : 2014

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PART THREE: DEVELOPMENT GUIDLINES ________________________________________________________________________________________ 3.1 RESIDENTIAL DENSIFICATION

Residential development along the BRT routes should be guided by the principles contained in the Tshwane Compaction and Densification Strategy. The core principles of this strategy are:

Densification must contribute to the overall structure and functionality of the metropolitan area in that it takes place in a balanced, focussed, structured and meaningful way;

Appropriate higher density housing opportunities at appropriate locations must be provided for all income groups to promote the aims of social integration;

Specific areas of opportunity or need for restructuring should be identified (areas that should not be densified for specific reasons should also be identified);

Areas targeted for densification should be treated as whole environments, i.e. densification should not happen in isolation but as part of a larger program aimed at creating a suitable high density environment;

Areas targeted for densification should be well served by public transport, or have the potential to be well served by public transport in future;

Areas targeted for densification should be well served by social facilities such as education, open space, recreation etc. or should have the potential to be well served by social facilities;

Preserve and enhance open space, farmland, natural beauty and critical environmental areas;

Encourage community and stakeholder collaboration;

Retain, enhance and encourage cultural assets.

Another important underlying principle of the Tshwane Compaction and Densification Strategy, is that higher density developments should not merely be dictated by density, but that design and typology considerations and criteria as indicated in this section is of critical importance, as these are the factors that in reality make either a positive or negative contribution to the overall quality of the environment in which they are situated.

Densification proposals along the IRPTN / BRT routes should therefore not be done for the sake of densification, but to achieve a range of other goals, such as :

increasing accessibility to public transport facilities;

creating the necessary population thresholds for economic growth and viable business development (especially small and medium sized enterprises) in specific areas;

minimising distances between home and work (i.e. integration of higher densities with employment opportunities); and

containing outward expansion of the urban footprint The strategy proposes three key density zones, namely:

Concentration Zones

Linear Zones

Suburban Densification Zones

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3.2 LOCAL AND INTERNATIONAL INTERPRETATIONS OF DENSITY

Tshwane Cape Town Johannesburg Curitiba, Brazil

Densities

According to RSDF 2013

Gross base density= 25du/ha

Concentration Zones: High Density (BRT , Rail Stations)

Transit Promotion Zones 200du/ha plus (BRT , Rail Stations)

Linear Zones: Development = 80 ha.

Suburban Densification Zones 25/ ha

Low density zones 10/ha

Affordable housing areas (focused on Transit Promotion Zones) 60-300 du/ha

No definition of Low – High density

Gross base density= 25du/ha

Public Transport routes = 75-175 du/ha

Activity routes = 100-375 du/ha

Nodes = 75 – 375 du/ha

Affordable housing areas (focused

public investment areas) = 80-300 du/ha

o Low density = 20du/ha o Medium density = 20-80

du/ha o High density = +80 du/ha o Gross base density =10

du/ha o Mobility Routes = 30 – 70

du/ha o Public Transport routes = 20-

90 du/ha o Nodes = 15 – 100+ du/ha

Subsidised Housing = 40-300 du/ha

Gross Base Density = 30du/ha for areas with 1km access to BRT feeder route

Transit Artériels = 100du/ha –300du/ha

Feeder Routes = 50du/ha – 90du/ha

Low density suburban areas

LOCATIONS WHERE DENSITY IS SUPPORTED

Public transport routes

Concentration Zones / nodes

Linear Zones

Areas adjacent development routes, activity routes/streets, rail -

Especially close to employment and mixed-use areas, social facilities/institutions, public open spaces and amenity areas.

Areas adjacent development routes, activity routes/streets, rail -especially close to employment and

Mixed-use areas, social facilities/institutions, public open spaces and amenity areas.

Infill sites preferably close to economic opportunities, social amenities and BRT routes.

Greenfields sites adjacent existing urban development.

Public transport routes

Nodes

Marginalized Areas

Private investment areas

Public investment areas

High Densities of industrial and residential along key transit / BRT corridors

Land within two blocks of transit “arterials” zoned for high density

Beyond the two blocks, zoned residential densities taper in proportion to distance from transit ways

Source: City of Johannesburg: Densification Guidelines: 2013 and City of Tshwane RSDF 2013.

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3.3 CRITERIA FOR DENSIFICATION Densities along and around IRPTN and rail stations are determined by the principles as set out in the RSDF 2013. Applications for densification shall be evaluated against the following criteria: proposed form of property, height, whether sufficient parking is available, privacy of adjoining owners, consolidation of stands and access, northern orientation, services available, and unit typology, size of the property, open space. Densification throughout the city will still be in accordance with availability of services and geological conditions such as dolomite restrictions.

Source: City of Tshwane, IRPTN land use Integration 2014

3.3.1 CONCENTRATION ZONES

Source: City of Tshwane, City Planning and Development Department: RSDF 2013

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(Less than 500 m walking distance: density + 200 units/ha)

The Concentration Zones are the primary focus areas for high density residential developments and are centred on nodes of metropolitan importance such as Metropolitan Nodes and Urban Cores, Transit Promotion Zones and other strategic locations.

Transit Promotion Zones refer to those nodes that are centred on transportation nodes such as stations and large intermodal transfer sites, and where Transport Orientated Development should take place. Transport Orientated Development is defined as a unique mix of high density and intensity land uses located within a 700m walking radius of a railway station or a major public transport node.

(500 m up to 700m walking distance: density 120 units/ha) The areas around the existing Gautrain and PRASA railway stations and around the proposed BRT / ITPN stations have been earmarked for higher density transit promotion zones. Densification should take place within a 700m walking radius of a BRT / IPTN station. Densities of + 200 units /ha in nodes and around rail stations will be applicable for the first 500 m walking distance and up to 120 units / ha for the area between 500 m and 700 m. The concentration zones and linear zones call for a drastic change in the built environment in terms of densities, typologies, built form and urban design, moving away from suburban typologies in these areas toward a more urban fabric and typologies.

New Developments within concentration zones should preferably not be at densities of below 120 units per hectare.

Source: City of Tshwane, Menlyn Node: 2013 3.3.2 LINEAR ZONES (IRPTN CORRIDORS)

(Up to 200 m walking distance from public transport: density up to 80 units/ha) For the purpose of densification, linear zones refer specifically to high intensity activity areas that are located along major routes. The linear

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zones also connect the metropolitan node areas with one another within the City.

Source: City of Tshwane, Menlo Park area along IRPTN route

The maps above indicate the concept of densification around stations in terms of the 500 m and 700 meter waking distances The identification of these linear zones should follow a focussed, selective and phased approach. This is necessary in order to achieve a high level of concentration along each of these routes rather than dispersing development along too many routes, and then the critical mass for public transport viability is never be achieved.

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Source: City of Tshwane, IRPTN land use Integration 2014

Source: City of Johannesburg: Design Guidelines: 2009

3.3.3 SUBURBAN DENSIFICATION ZONES

(Density 10 – 25 units/ha) Suburban Densification Zones as indicated in the RSDF’s are those existing suburban areas where there is potential for moderate densification because of the area’s strategic location within the city (within a 25 km radius of the CBD). This zone makes for good application in areas that are close to places of employment, major retail centres and prominent transport routes, but where it is still desirable and warranted to maintain a suburban character. The maximum densities in these areas will be restricted to 25 dwelling-units per hectare. The exceptions will be the nodal / core areas (as indicated on the densification map) within the suburban areas were densities of up to 200 units / dwelling-units per hectare can be supported depending on available public transport and social amenities. Whereas the Concentration and Linear Zones proposes a particular urban environment, both the Suburban Densification Zone and the Low Density Zone are distinctly suburban zones. In Suburban Densification zones the core principles of densification are:

Densification must contribute to the provision of lifestyle choices within the specific area, for example provision must be made for all the lifestyle phases from young working people and students, families with young children, and elderly people;


Specific areas of opportunity or need for restructuring should be identified (areas that should not be densified for specific reasons should also be identified);

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Areas targeted for densification should be well served by social facilities such as education, place of public worship open space, recreation etc. or should have the potential to be well served by social facilities. Public space and specifically Council owned property should be kept in reserve as the need for social facilities increase.

Preserve and enhance open space, farmland, natural beauty and critical environmental areas;

Encourage community and stakeholder collaboration; and

Retain, enhance and encourage cultural assets.

The various housing and densification typologies must be employed in a structured manner within this zone, with cluster housing and apartments located adjacent to strategic points within the neighbourhood such as local nodes, public transport facilities on a major public transport route, education facilities and parks. These developments will be subject to urban design principles and site development plans.

In essence, within this zone the urban form remains the same as it currently is, only with an increase in general density and a change in typology and density around strategic points within these areas.

Source: City of Tshwane: NMT Design Guidelines: 2013

Source: City of Tshwane: NMT Design Guidelines: 2013

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SUSTAINABLE HUMAN SETTLEMENTS Sustainable Human Settlements should be provided in accordance with the guidelines as set out in the above Tshwane Compaction and Densification Strategy. Such settlements should be developed within concentration zones and along linier zones with the supporting densities as prescribed. Further human settlements should be provided in close proximity of social amenities and public transport. SOCIAL HOUSING

Housing should provide a range of typologies within strategic nodes in order to address both social and economic restructuring.

Housing typologies should allow for diversity and significant

densification in order to address the green economy of spatial planning

Brownfield development is preferable to greenfield development in order to achieve infill development,

compaction and rejuvenation of decaying areas (where applicable)

Housing location should be targeted towards significant places of work opportunity, i.e. metropolitan nodes and primarily and urban cores

Housing developments should include the provision of or be located next to safe and efficient linkages with space for pedestrians and cyclists.

Housing location should be well planned to ensure connectivity via public transport to other places of significance in the metropolitan area

Urban design, landscaping and streetscaping should be incorporated in housing schemes

Social housing should be an effective component of sustainable human settlements i.e. providing or being located close to social amenities and facilities

Mixed-use residential buildings should be implemented where possible, allowing for an optimal use of all available resources,

supporting transit-oriented development and providing a sustainable living environment

Movement and Connectivity for more information on transit oriented development). Transit-oriented development supports the concept of the 20 Minute Neighbourhood.

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4.1 DEVELOPMENT DESIGN GUIDLINES

A reference guide against which all new development proposals must be evaluated in terms of their suitability.

Element Management Guidelines Notes

Densification Criteria

Densification must contribute to the provision of lifestyle choices within the specific area, for example provision must be made for all the lifestyle phases from young working people and students, families with young children, and elderly people;



•

Densify around stations

A minimum density per urban core and metropolitan core area to support public transport;

In order to support the high density development a lot of high quality, developed and accessible open spaces have been provided throughout the urban environment.

Making development happen at key station areas.

Strong Residential component (variety of types), highest densities close to transit.

Densify around station nodes and along the BRT Corridors

Build Social housing within walking distance of BRT Stations and PRASA stations

Utilise state-owned land to catalyse development

Source: City of Tshwane: Eerste Fabrieke Urban Design, 2010

Source: City of Tshwane IRPTN: Design Guidelines: 2014

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Densification strategy Types of densification

Promote mixed use developments Bold policy shift for higher densities. Setting minimums as oppose to maximums Define / differentiate approaches to different corridors Subsidized and social housing to be well integrated with uses Along transport corridors. Areas targeted for densification should be well served by social facilities such as education, place of public worship open space, recreation etc. or should have the potential to be well served by social facilities.

Subdivision & redevelopment

Higher density infill

Consolidation and partial redevelopment

Consolidation and redevelopment

Source: City of Johannesburg: Louis Botha Avenue : 2013

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No Residential Uses Design Guidelines

Mixed use development (moderate and high density housing, retail, services) concentrated at strategic points along the regional transit system Encourage development characteristics that spread economic impact A “walkable” environment- place commercial, housing, jobs, parks and civic uses within walking distance of transit stops Nodal structure using a 400m radius reference from the station nodes with encouraged infill and redevelopment along transit corridors within existing neighbourhoods

• A range of uses provide vitality

• A mix of residential, retail, commercial and community uses needed along corridor.

• The shopping streets must be frontage streets, with emphasis on public interface

• Locate jobs, retail and commercial near residences to reduce car dependence.

• A variety of uses near residences empowers the young, the old, and people of low income.

• Larger uses should locate at the edge of the circle allowing a fine grain mix of use at the centre

• Encourage vertical mixing of uses.

• Encourage active interfaces between buildings and streets.




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Transport Orientated developments precincts

Design Guidelines

Encourage vertical mixing of uses

Encourage active interfaces between buildings and streets.

Offer incentives for inclusionary development characteristics.

Encourage development characteristics that spread economic impact

• High accessibility to the transit station

• A mix of residential, retail, commercial and community uses

• High-quality public spaces and streets which are pedestrian and cyclist friendly

• Medium to high density development within 500 metres of a transit station

• Reduced rates of private car parking.

• Create “anchor” civic spaces around and close to stations

• Prioritise pedestrian and bicycle movement over motor vehicle movement

• Increase pedestrian permeability into and through BRT Station Precincts


Source: City of Tshwane: Hatfield station, 2013

http://www.google.co.za/url?sa=i&source=images&cd=&cad=rja&docid=XAECCWDkvNyDMM&tbnid=LQB8DmbkO5ENeM:&ved=0CAgQjRwwADgd&url=http://www.rnldesign.com/en/markets/urban-design/north-america/nine-mile-tod/&ei=hngTUazRDbDY0QWm0YG4Cw&psig=AFQjCNF5tYQ2WJP_eFbOMnvKNMKYE-kmaQ&ust=1360316934289197

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Liveable Streets Design Guidelines

Liveable Streets are defined as streets for everyone that are planned, designed, and operated to enable a network of safe access for all users including pedestrians, bicyclists, and transit riders Neighbourhood Character, Site layout and Landscaping.

Design as a whole with NMT, densification

Create liveable streets

Design safe and friendly environments along streets

Active frontage on street level

Creation of liveable streets that connect people.

Mixed –use development plan which cultivates active living along route must be developed along BRT corridors.

Mixed land uses per urban core and metropolitan core to support public transport and a vibrant community life style.

Public transport efficiency criteria are the key to land-use development;

Each street should be uniquely designed.

Liveable streets must be designed to serve everyone – pedestrians, bicyclists, transit riders and motorists.

Wide sidewalks, street lighting, street furniture, traffic calming.

Land use approvals to be based on the promotion of public transport.

Mixed-use development, including commercial,

residential, educational, health, recreational

development should be encouraged as appropriate

along the length of IRPT routes.

Source: City of Cape Town

Source: City of Tshwane: City Planning Department: 2014

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Public Space

Public space and specifically Council owned property should be kept in reserve as the need for social facilities increase. Preserve and enhance open space, farmland, natural beauty and critical environmental areas; Encourage community and stakeholder collaboration; and retain, enhance and encourage cultural assets. Open green space should not be privatised

Create “anchor” civic spaces around and close to stations.

Public Spaces development

Serve open space and parks

Encourage recreational activity

Urban renewal in and around station precincts

Land uses and the transportation facilities are integrated

Parts of the routes be declared car-free on Sundays and people come out in their masses and cycle and walk through the city for recreation

Public transport orientated urban areas every bit of land available is used to create large and small parks, even road medians are used for the purpose of parks, playgrounds etc.

Indigenous landscaping shall be incorporated.

The landscaping should include design measures to prevent on-street parking and include a walkway (at least 2 m wide) to ensure pedestrian safety.

Public open space close to transit to be developed

Socializing space needed.

Neighbourhood amenities

• Create a focus for the local community

Source: City of Tshwane: Church Square Proposal, 2013

Source: City of Tshwane: Francis Baard, 2013

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If you are beginning a public space project, start with these four elements:

• Paint • Bollards (can be planters) • Tables, Chairs • Shade (trees or umbrellas)

Source: City of Tshwane, Corner of Nelson Mandela and Madiba Streets, 2013

Source: City of Cape Town, 2013

No-motorised transport Design Guidelines

Mainstreaming Non-motorised

Transport

No-motorised transport planning

must be incorporated in all

planning along the IRPTN route.

.

• To promote human scale, pedestrian friendly

developments.

• Provide effective pedestrian and bicycle access

• Pedestrian and cycle access must be independent from vehicle access

• Provision of 2m pedestrian walkway along trunk

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The connectivity framework is

the most important thing to put in

place; development intensities

and land uses can change over

time.

routes

• Provision of 3m cycle path along trunk routes.

• Developer s need to provide walkways as specified and agreed with the City and that he need to submit a walkway application to the City Transport Department Way leave office.

• It is possible to accommodate cyclists along a street

with on‐street parking. However, a clearance distance of between 0.2m – 0.5m must be maintained between the on‐street parking and the Class III bicycle lanes. This will protect cyclists from motorists opening doors into the cycle lane.

• Finer street network – frequent streets and short blocks

• Preferably grid layout (not cul-de-sac and curvilinear

layout)

• Block sizes for a 5 min walk (max 60-120 m block face)

• Street layout should be oriented toward the transit

station

• Incorporate new streets and walkways into the existing local road pattern

• Golden [first/ last] Kilometre

• Short/ direct shortcuts (e.g. multi-functional shopping centre passages)

• Continuous and Barrier-free

• Safe (separate pedestrians and cyclists from vehicular movement)

Source: Bois de Boulogne, Paris

Source: City of Tshwane : Streetscape Guidelines 2013

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• Secure at-grade crossings

• Easily navigable/ Legible

• Designed for the local climate (all-season design)

• Integrate with other modes e.g. bicycle, taxi, pedicabs

• Utilise Greenways

• Bollards : inexpensive, provides safety from cars

• Encourage bicycling to and through public space

• Prioritise pedestrian and bicycle movement over motor vehicle movement

• Increase pedestrian permeability into and through BRT Station Precincts

• Closed streets should be re-opened along the trunk route.

Revised modal hierarchy


Source: City of Tshwane NMT Guidelines: 2013


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Source: Keurbooms beach: 2014

NMT – Accessibility Pedestrian access must be provided at all gated communities.

Further studies are needed in terms of the effaced which “Gated communities” and road closures have on public transport.

• Closed streets should be re-opened along the trunk routes.

Source: City of Tshwane NMT Guidelines: 2013

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Source: City of Tshwane: Attebury / Alpine Road, 2013

Street Network & Traffic calming Design Guidelines 2.1

• Calm streets and clearly marked pedestrian

crossings

• Wide sidewalks on both sides of the road

• Emphasize important buildings (high exposure sites;

distinctive design features)

•

• Emphasize greenery and water features by engaging

natural open space systems

• Casual and colourful architecture

• Create interactive public spaces (hard and soft) near

Transit (a great destination has at least 10 places

within it, each with 10 things to do = Rule of 10)

Source: City of Tshwane : Paul Kruger Street Proposals, 2013

Source: City of Tshwane : Paul Kruger Street Proposals, 2013

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• Active street frontages (outdoor seating at

restaurants, larger windows)

•

• Make it legible (signage, landmarks, lighting at night)

• Good public open space: shade, seating, tables,

bollards, lighting, active edges, accessible

• Cater for a variety of population groups (elderly, families, pet owners etc.)

• Make it feel safe from cars and at night

• Provide amenities to invite people to sit and eat

• Protect users from direct sunlight

• Invite the public to setup weekend activities like markets, outdoor music, dancing

• Keep maintenance and administration costs to a minimum

• Keep adapting the space as it will always need to change with the times

• A grid of streets allows choice of routes

• The majority of retail and commercial activity will locate on shopping streets

• Public transport will focus on these routes

• Densities will increase towards mobility routes and shopping streets

Source: City of Tshwane: Centurion CBD Framework, 2013

Source: City of Johannesburg: Fikker Street, 2013

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• Urban streets feed into mobility routes and shopping

streets at frequent intervals


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Source: City of Tshwane: Operation Reclaim , 2013

Social Amenities Design Guidelines

Adequate social amenities must be provided within areas identified for densification.

Alignment of public infrastructure and social amenities with high density areas.

Social and recreational facilities to support the increased

residential population


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Utilities Design Guidelines

Source: City of Tshwane: Street Scape Design Guidelines, 2006

Source: City of Tshwane: Street Scape Design Guidelines, 2006

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Element Investment Planning

Bulk Services needed in areas

along routes and around

stations.

Infrastructure capacities will have to be upgraded in corridor areas. Massive investment must be made in the public environment, more specifically parks, sidewalks, pedestrianisation and cycling facilities. Upgrade engineering service

capacity to cater for higher

densities

Existing transportation budgets must incorporate low cost /high –impact liveable street elements.

Promote a shift in cultural mind-set – from one unit per erf to densification

Increased package of rights (higher densities, higher FAR, increased height

Infrastructure capacities will have to be assessed in terms of their ability to accommodate higher densities.

Treat TOD zones as ‘special zones’ (Growth Management).

Strong public investment focusing on basic infrastructure and catalytic projects.

Partnerships are key to facilitate private sector investment.

Source: City of Tshwane: Tsamaya Street, 2012

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Investment Prioritisation and

incentives

Development incentives for private developers

Maintance plans must be in plan before construction starts.

Buy developers to develop at key ation areas.

Provide short term tax incentives

Incentives in terms of density and land uses rights

A package of incentives such as tax holidays, bulk service contribution rebates, high development rights, subsidies for housing, subsidies for public transport.

Focused infrastructural development at key station areas.

Offer incentives for inclusionary development characteristics

Create an enabling institutional environment (clear development standards, zone for TOD, speedy processing of applications).

Identify, preserve, enhance, create TOD opportunity sites around stations and feeder bus routes

Coordinate stakeholders, Encourage partnerships

Tailor land use regulations to promote TOD – e.g. min densities.

More flexible zoning standards, relaxed on-site parking standards

Source: City of Tshwane: CIF, Region 6, 2013

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Site Specific Criteria

Housing Design Guidelines Design Guidelines

Solar access to adjacent structures, situated to the south of a property to be developed, shall be protected through a sun angle of 32°, measured from the adjacent structure.

To ensure no overlooking, the following is applicable: o No balconies shall be established on the side of

the building abutting a residential property. o Windows shall either be located at such height or

distance from the boundary of a residential property, that they do not enable overlooking.


Source: CSIR :Human Settlements Planning and Design, 2000

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Building position

Building position

Buildings must be place as closes as possible on the street boundary.

Orient buildings to sidewalks

Buildings at the sidewalk (perimeter blocks)

Street and building configuration should be designed to create vistas, or to terminate views with a landmark feature, building, or public space


Source: TOD Design Guidelines State of Florida

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Source: City of Tshwane: Francis Baard, 2013


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Source: City of Tshwane: Justice Mohamed Street, 2014

Building lines

Build to lines or minimum 2 meter building lines on street boundaries.

Buildings must be place as close as possible to the erf boundary adjoining streets.

Adequate side building lines should be imposed to protect the neighbouring residential component. The area within the building line should be used mainly for parking purposes and landscaping. Minimum 16% of the area should be covered with soft surfaces


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Source: City of Tshwane: Ox Street, 2014

Safety and Security Eyes on the street concept must be applied.

Eyes on the street

Property enclosures should be permeable to allow for visual surveillance onto and from the street.

Landscaping should not detract from lines of vision and hiding places should not be created.

Ensure appropriate lighting of common spaces such as the perimeter, pathways, and entrance halls.

Visual permeable material adjacent to street frontage

Walls abutting neighbouring residential properties

shall be maintenance free on the side of the adjacent


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property and constructed in brickwork. The wall shall

at least be 2,1m in height to offer more protection to

the abutting residential activity. No prefabricated

concrete walls are allowed.

A well designed and articulated boundary wall of

brick should be constructed on the other boundaries

of the site. No prefabricated concrete walls are

allowed. The boundary wall should be minimum of 2

meters high and a maximum of 3,0 meters high and

should be maintenance free on the side of the

adjacent property.

A row of indigenous trees should be planted next to

the wall. If the boundary is on the northern side of

the residential property, only deciduous trees should

be used.

Physical barriers along the street boundaries shall be semi-transparent to enhance landscaping, architecture and aesthetics.

Source: City of Tshwane: Justice Mohamed Street, 2014

Source: City of Tshwane: Atterbury, 2013

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Parking

Parking Ratio’s are an important

tool in the development of

corridors.

Revise parking laws – de-link it

from ‘land use’ and link it to

‘spatial proximity to public

transport facilities

Reduced private parking

Parking ratios per area and per application.

Developers should determine their own parking ratio in certain areas.

Parking ratio’s will depend on parking available

Discouragement of the use of private car must be reflected in the parking ratio’s

Parking should be provided sub-surface as far possible.

• Parking ratio guidelines :

o Nodal Retail – 3 /100 m² o Nodal Offices 2.5 /100 m² o Nodal Residential 0.5 / unit o Suburban Retail 4/100 m² o Suburban Offices 3/100 m² o Suburban densification 0.75 unit

Source: City of Tshwane: Lynnwood Road, 2013

Parking layout Parking within erf boundary

All parking shall be accommodated on the erf.

No off-street parking shall be allowed.

Carports shall be located in such a manner that it is

not visible from the street

Parking must be placed at the back of building ,away from the street.

Soft landscaping shall form part of open parking areas.


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One tree shall be provided for every two parking spaces

Avoid sprawling parking lots adjacent to transit

Promote shared/joint parking and structured parking.

Place car parking beyond 500m from station; Only drop-off facilities provided at Transit station.

• Place parking to the side or rear of the buildings to

reinforce pedestrian scale.


Advertising

Advertising shall be limited to

one location on the erf and shall

be integrated in the building and

design, loose standing

advertising features shall be

discouraged

Limited to one signboard which is of an acceptable scale.

No advertisements shall be painted on any boundary walls

No banners will be allowed

No figurines, displays on the roof(s) of buildings or any other part of the building shall be allowed.

Buildings and land shall not be decorated in such a manner to advertise the particular business or any other businesses.

No neon- or potentially intrusive lightning shall be

allowed on the erf in residential areas.

Source: City of Tshwane, Menlyn : 2014

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Health measures

Air-conditioning units or compressors shall not be

mounted to the exterior walls of buildings without the

prior consent of the Municipality.

Any requirements for air pollution-, noise abatement-

or health measures set by Municipality shall be

complied with to the satisfaction of the Municipality

without any costs to the Municipality.

All refuse areas and service yards shall be screened

of with a solid wall and /or landscaping. Refuse

areas shall be placed as far as possible from any

residential property.

Source: Menlyn Main : 2013

5. Conclusion The guidelines as set out in this document must be used in the preparation of corridor specific spatial frameworks and in the evaluation of site specific applications along corridors. The Annexure T documents as set out in the following section must be used as a guidelines in terms of providing standards for developments along the densification corridors.

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9. REFERENCES

Boston Transportation Department, Boston Complete Streets Guidelines, October 2011 Erwin van Duik, Using rapid transport to unlock development, Cape Town, 2011 Michael K Park, Liveable Streets, Kansas City 2013

Liz Rao, Strategic Plan for Transport Oriented Development, Denver, 2006 City of Johannesburg, Rea Vaya BRT Phase 1 C Sustainability Study, April 2013

City of Johannesburg, Complete Streets, April 2013

City of Johannesburg, Density Guidelines, June 2013

City of Johannesburg, Parktown Sunninghill BRT, November 2007 City of Johannesburg, Strategic Area Framework Empire –Perth Development Corridor, September 2013 City of Johannesburg, Strategic Area Framework Louis Botha Avenue, October 2013 City of Tshwane, Tshwane Bus Rapid Transit Engineering Designer Handbook, Revision 3:September 2012 City of Tshwane, Integrated Rapid Public Transport Strategy of the City of Tshwane, July 2012 City of Tshwane, Draft Land Use and Transport Integration Plan for the IRPTN Operation Plan, January 2014 City of Tshwane, Streetscape Design Guidelines, August 2007 City of Tshwane, Draft Streetscape Design Guidelines, August 2013 City of Tshwane, Tshwane Vision 2055, October 2013

marieb1

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ANNEXURE B

are primary nodes of the highest order. these nodes accommodate the highest degree of service...

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