rsdf: region e - presidentpark.co.za · annexure to the city of johannesburg’s spatial...

ADMINISTRATIVE REGION E

(REVIEW OF THE APPROVED 2009/10 RSDF)

RSDF: REGION E

Prepared by:

Development Planning and Facilitation

Department of Development Planning and Urban Management

City of Johannesburg

JUNE 2010

ANNEXURE TO THE CITY OF JOHANNESBURG’S SPATIAL DEVELOPMENT FRAMEWORK - SUBMITTED AS A COMPONENT OF THE IDP IN TERMS OF THE

MUNICIPAL SYSTEMS ACT, 2000

(TO BE SUBMITTED AS A COMPONENT OF THE CITY OF JOHANNESBURG’S LAND DEVELOPMENT OBJECTIVE IN TERMS OF THE DEVELOPMENT FACILITATION ACT, 1995)

REGIONAL SPATIAL DEVELOPMENT FRAMEWORK: 2010/11 Administrative Region E

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CONTENTS PAGE

1. INTRODUCTION .......................................................................................................................................7

1.1 ROLE OF THE REGIONAL SPATIAL DEVELOPMENT FRAMEWORK..............................................7 1.2 HOW TO USE AND INTERPRET THIS DOCUMENT ..........................................................................8 1.3 DOCUMENT PROVISOS ......................................................................................................................8 1.4 UNDERSTANDING THE CONTEXT OF EACH DEVELOPMENT PROPOSAL ..................................9 1.5 IMPROVING THE QUALITY OF HUMAN SETTLEMENTS................................................................11

2. REGIONAL ANALYSIS...........................................................................................................................15

2.1 LOCATION ..........................................................................................................................................15 2.2 REGIONAL CHARACTERISTICS, TRENDS AND IMPLICATIONS...................................................15 2.3 INFRASTRUCTURE AND SERVICES................................................................................................19

2.3.1 ROADS .......................................................................................................................................19 2.3.2 WATER .......................................................................................................................................20 2.3.3 WASTE MANAGEMENT ............................................................................................................20 2.3.4 ELECTRICITY.............................................................................................................................20 2.3.5 SEWER.......................................................................................................................................20 2.3.6 STORMWATER ..........................................................................................................................20

2.4 KEY ISSUES .......................................................................................................................................25

3. DEVELOPMENT POLICIES AND STRATEGIES .......................................................................................28

3.1 DEVELOPMENT STRATEGIES..........................................................................................................28 3.1.1 GROWTH MANAGEMENT STRATEGY ....................................................................................28 3.1.2 SUPPORTING AN EFFICIENT MOVEMENT SYSTEM.............................................................32 3.1.3 ENSURING STRONG VIABLE NODES.....................................................................................42 3.1.4 INCREASED DENSIFICATION OF STRATEGIC LOCATIONS ................................................52 3.1.5 INITIATING AND IMPLEMENTING CORRIDOR DEVELOPMENT - NORTH/SOUTH DEVELOPMENT CORRIDOR .....................................................................................................................53 3.1.6 SUPPORTING SUSTAINABLE ENVIRONMENTAL MANAGEMENT .......................................53 3.1.7 FACILITATING SUSTAINABLE HOUSING ENVIRONMENTS IN APPROPRIATE LOCATIONS 59

3.2. PROMOTING INNOVATIVE GOVERNANCE SOLUTIONS...............................................................59 3.3 APPROVED PRECINCT PLANS/DEVELOPMENT FRAMEWORKS APPLICABLE TO REGION E.60

3.3.1. THE GREATER SLOANE STREET PRECINCT PLAN (2003) ..................................................60 3.3.2 UPPER HOUGHTON NEIGHBOURHOOD DEVELOPMENT FRAMEWORK (2005)...............61 3.3.3 MELROSE/WAVERLEY NODE PRECINCT PLAN (2004) ........................................................61 3.3.4 PRECINCT PLAN: ILLOVO, ILLOVO EXTENSION 2, INANDA, INANDA AND PART OF

ATHOLL, INCLUDING ATHOLL EXTENSION 4 AND EXTENSION 9 (2006) ...........................62 3.3.5 ATHOLL AREA PRECINCT PLAN (2007)..................................................................................62 3.3.6 OAKLANDS PRECINCT PLAN (2008) .......................................................................................62 3.3.7 SAXONWOLD AND PARKWOOD PRECINCT PLAN (2007) ....................................................63 3.3.8 OBSERVATORY PRECINCT PLAN (2007) ...............................................................................63 3.3.9 THE ALEXANDRA DEVELOPMENT FRAMEWORK (2002) .....................................................63 3.3.10 THE PRESIDENT PARK, AUSTIN VIEW AND GLEN AUSTIN DEVELOPMENT FRAMEWORK (1997) 64 3.3.11 ROSEBANK URBAN DEVELOPMENT FRAMEWORK (2008) .................................................64 3.3.12 SANDTON URBAN DEVELOPMENT FRAMEWORK (2008) ....................................................66 3.3.13 MARLBORO URBAN DEVELOPMENT FRAMEWORK (2008) .................................................68 3.3.14 DEVELOPMENT FRAMEWORK: LINBRO PARK (2008) ..........................................................70 3.3.15 PARKTOWN SUNNINGHILL BRT LAND USE AND DESIGN GUIDELINES (2007) ................71 3.3.16 FARM MODDERFONTEIN CONTEXTUAL FRAMEWORK (2009) ...........................................71 3.3.17 KEW, MARLBORO, WYNBERG FRAMEWORK (2009) ............................................................72 3.3.18 PROPOSED SUBMISSIONS – FARM WATERVAL ..................................................................72 3.3.19 PROPOSED SUBMISSIONS – ABBOTSFORD PRECINCT PLAN...........................................73 3.3.20 PROPOSED SUBMISSIONS – BRAMLEY PRECINCT PLAN ..................................................73

4.1. TOWNSHIPS PER SUB AREA...............................................................................................................75


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4.2. SUB AREA DEVELOPMENT MANAGEMENT TABLES.......................................................................82

SUB AREA 1 (FOURWAYS / NORSCOT) ..............................................................................................84 SUB AREA 2 (FOURWAYS, MAGALIESSIG, LONEHILL) .....................................................................87 SUB AREA 3 (MIDRAND/HALFWAY HOUSE) .......................................................................................92 SUB AREA 4 (PRESIDENT PARK AH.,COMMERCIA, KLIPFONTEIN VIEW) ......................................96 SUB AREA 5 (GREATER SLOANE PRECINCT)..................................................................................101 SUB AREA 6 (EASTERN BRYANSTON)..............................................................................................105 SUB AREA 7 (RIVONIA NODE AND SURROUNDS) ...........................................................................110 SUB AREA 8 (WENDYWOOD, GALLO MANOR, WOODMEAD, KHYBER ROCK) ............................115 SUB AREA 9 (WOODMEAD NODE).....................................................................................................119 SUB AREA 10 (FARM WATERVAL, JUKSKEI VIEW EXTENSIONS) .................................................122 SUB AREA 11 (RIVER CLUB, MORNINGSIDE)...................................................................................126 SUB AREA 12 (BENMORE GARDENS, EDENBURG, MORNINGSIDE).............................................130 SUB AREA 13 (STRATHAVON, MORNINGSIDE EXTENSIONS, ATHOLL NORTH) .........................133 SUB AREA 14 (M1 COMMERCIAL AND INDUSTRIAL NODE) ...........................................................137 SUB AREA 15 (KELVIN /MARLBORO GARDENS)..............................................................................142 SUB AREA 16 (ALEXANDRA / FARM BERGVALEI)............................................................................145 SUB AREA 17 (LINBRO BUSINESS PARK).........................................................................................150 SUB AREA 18 (LINBRO PARK AH, MODDERFONTEIN AH, LINBRO PARK LANDFILL)..................152 SUB AREA 19 (AECI MODDERFONTEIN) ...........................................................................................154 SUB AREA 20 (ATHOLL EXTENSION 12, CHISLEHURSTON, DENNEHOF, DENNEHOF EXTENSIONS).......................................................................................................................................159 SUB AREA 21 (MELROSE NORTH, ATHOLL, WAVERLEY, BRAMLEY) ...........................................162 SUB AREA 22 (LOMBARDY EAST, KEW, SUNNINGDALE SUNNINGDALE, GLENHAZEL) ............173 SUB AREA 23 (LONGMEADOW) .........................................................................................................178 SUB AREA 24 (PARKWOOD, SAXONWOLD) .....................................................................................180 SUB AREA 25 (HOUGHTON / ORCHARDS / OAKLANDS / MELROSE / KILLARNEY / RIVIERA)....183 SUB AREA 26 (SYDENHAM / NORWOOD/ ORANGE GROVE / HIGHLANDS NORTH) ...................193 SUB AREA 27 (CYRILDENE / LINKSFIELD / SANDRINGHAM/OBSERVATORY) .............................198 SUB AREA 28 (FARM RIETFONTEIN) .................................................................................................202 SUB AREA 29 (BRUMA / EASTGATE) .................................................................................................204

LIST OF MAPS

Plan 1: Locality Plan...............................................................................................................................................14 Plan 2: Broad Land Uses ......................................................................................................................................18 Plan 3a: Infrastructure Hotspots (Plan No 3) ...........................................................................................................22 Plan 4: Key Issues Map ........................................................................................................................................26 Plan 5a: Movement ...............................................................................................................................................34 Plan 6: Proposed BRT Route Rivonia To Sunninghill ..........................................................................................40 Plan 7: Nodes .......................................................................................................................................................43 Plan 8a: Johannesburg Metropolitan Open Space System..................................................................................56 Plan 9: Sub Areas .................................................................................................................................................83 Plan 10: Sub Area 1 Fourways Residential/Norscot.............................................................................................86 Plan 11: Sub Area 2 – Fourways Node / Magaliessig / Lone Hill .........................................................................90 Plan 12: Fourways Node.......................................................................................................................................91 Plan 13: Sub Area 3 – Halfway House .................................................................................................................94 Plan 14: Midrand Node .........................................................................................................................................95 Plan 15: Sub Area 4 – Glen Austin Extension 3, Klipfontein View, Mayibuye (Commercia Extension 34)..........99 Plan 16: Klipfontein View / Mayibuye / President Park Development Framework ............................................100 Plan 17: Sub Area 5 - Greater Sloane ................................................................................................................103 Plan 18: Greater Sloane Precinct Plan ...............................................................................................................104 Plan 19: Sub Area 6 – Eastern Bryanston ..........................................................................................................109 Plan 20: Rivonia - Sub Area 7.............................................................................................................................113 Plan 21: Rivonia Node ........................................................................................................................................114 Plan 22: Sub Area 8 –Gallo Manor/ Wendywood/Woodmead............................................................................118 Plan 23: Sub Area 9 – Woodmead Node............................................................................................................121 Plan 24: Sub Area 10 – Farm Waterval ..............................................................................................................125


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Plan 25: Sub Area 11 Morningside / Riverclub ...................................................................................................129 Plan 26: Sub Area 12 - Morningside...................................................................................................................132 Plan 27: Sub Area 13 – Sandown/Strathavon ....................................................................................................136 Plan 28: Sub Area 14 – M1 Commercial And Industrial Areas...........................................................................140 Plan 29: Kew / Wynberg / Marlboro Industrial Area Development Framework (2009).......................................141 Plan 30: Sub Area 15 – Kelvin / Marlboro Gardens............................................................................................144 Plan 31: Sub Area 16 – Alexandra/ Farm Bergvalei ...........................................................................................148 Plan 32: Marlboro Station Urban Development Framework ...............................................................................149 Plan 33: Sub Area 17 – Linbro Business Park....................................................................................................151 Plan 34: Sub Area 18 – Linbro Park, Modderfontein Agricultural Holdings And Linbro Park Land Fill (Linbro Park

Development Framework)..........................................................................................................................153 Plan 35: AECI Modderfontein .............................................................................................................................156 Plan 36: Modderfontein Contextual Framework (2009)......................................................................................157 Plan 37: Greenstone Hill Regional Node ............................................................................................................158 Plan 38: Sub Area 20 – Sandton Business District ............................................................................................160 Plan 39: Sandton Urban Development Framework (2008).................................................................................161 Plan 40: Sub Area 21 – Atholl/ Bramley .............................................................................................................166 Plan 41: Melrose/Waverley Node Precinct Plan ................................................................................................167 Plan 42: Illovo/Inanda Precinct Plan ...................................................................................................................168 Plan 43: Atholl Precinct Plan...............................................................................................................................169 Plan 44: Illovo Node............................................................................................................................................170 Plan 45: Wanderers Node...................................................................................................................................171 Plan 46: Balfour Park Node ................................................................................................................................172 Plan 47: Sub Area 22 – Glenhazel, Kew, Lombardy East ..................................................................................177 Plan 48: Sub Area 23 – Longmeadow Estate.....................................................................................................179 Plan 49: Sub Area 24 – Parkwood, Saxonwold Precinct Plan............................................................................182 Plan 50: Sub Area 25 – Houghton, Melrose, Oaklands, Orchards .....................................................................188 Plan 51: Rosebank Urban Development Framework .........................................................................................189 Plan 52: Killarney District Node ..........................................................................................................................190 Plan 53: Oaklands Precinct Plan ........................................................................................................................191 Plan 54: Upper Houghton Development Framework.........................................................................................192 Plan 55: Sub Area 26 – Sydenham, Orange Grove, Highlands North ...............................................................196 Plan 56: Grant Avenue Home Enterprises Map..................................................................................................197 Plan 57: Sub Area 27 – Bruma, Cyrildene, Linksfield, Observatory...................................................................200 Plan 58: Observatory Precinct Plan....................................................................................................................201 Plan 59: Sub Area 28 – Farm Rietfontein ...........................................................................................................203 Plan 60: Bruma Node..........................................................................................................................................206


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SECTION 1

INTRODUCTION


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1. INTRODUCTION

1.1 ROLE OF THE REGIONAL SPATIAL DEVELOPMENT FRAMEWORK

The Regional Spatial Development Framework (RSDF), together with the Spatial Development Framework (SDF), represents the prevailing spatial planning policy within the City of Johannesburg. These spatial planning policy documents are prepared and adopted in terms of the Municipal Systems Act, Act 32 of 2000 as an integral component of the City’s Integrated Development Plan (IDP).

This Regional Spatial Development Framework must be read in conjunction with the overarching Spatial Development Framework. The SDF provides a city wide perspective of challenges and interventions within the City and the RSDFs are primarily regional and local implementation tools that:

• Contextualise development trends and challenges within a regional context.

• Prescribe localised development objectives and guidelines (e.g. density, land use etc.).

• Provide a more detailed reflection of the SDF objectives, strategies and policies as they impact on local area planning.

• Reflect localised Precinct Plans and Development Frameworks adopted through official Council protocols.

• Capture the most updated information in terms of regional developmental trends, issues and community needs.

• Add substantive value to the budgeting and spatial development processes within the City by identifying local development interventions.

The following figure illustrates the different City plans that are applicable to different scales. This range of plans is complimented by the Regional Urban Management Plans (RUMPS) that focuses on addressing urban management issues per administrative region.


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Figure 1: Hierarchy of City Plans

1.2 HOW TO USE AND INTERPRET THIS DOCUMENT

The RSDF aims to be a concise and user-friendly document that comprises the following four (4) sections: SECTION 1: Provides an introduction and overview to the document. SECTION 2: Summarises the current state of the region that includes regional characteristics, issues, trends

and implications. SECTION 3: Sets outs the regional applicability of the city wide structuring elements, policies and strategies

and relates this to the regional context. It also provides a short overview of approved and proposed Development Frameworks and Precinct Plans in the region.

SECTION 4: Includes the development management tables per Sub Area that prescribe localised

development objectives and guidelines.

1.3 DOCUMENT PROVISOS

To guide the interpretation and application of the contents of this RSDF document and its plans and figures the following should be noted (Document Provisos):

• Details on the generic policies and strategies of the City such as that of the Nodal and Movement Strategies, etc, are contained within the city wide SDF. The regional specific RSDF and the SDF are to be used in conjunction with one another when assessing any potential development application.

RUMP: REGIONAL URBAN MANAGEMENT PLAN

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SDF: SPATIAL DEVELOPMENT

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RSDF: REGIONAL SPATIAL DEVELOPMENT PLANS

URBAN DEVELOPMENT FRAMEWORKS AND PRECINCT

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• The Assessment Framework provides a tool for evaluating any potential application and should any particular development demonstrate a meaningful contribution to the City’s strategies and desired urban structure, the merits should be considered.

• The interventions and guidelines in the Sub Area management tables and the proposals in approved Precinct Plans should guide and inform the assessment of any potential development application, but should not be considered to grant any specific rights nor negate the merits of any particular proposal.

• This document is the successor to the RSDF for this region as approved in 2009.

• This document subscribes to the vision, planning principles, strategies, policies, and by-laws of the City, and where ambiguities arise these shall prevail.

• This document subscribes to the legislative prescriptions of National and Provincial tiers of Government, and where ambiguities arise these shall prevail.

• This document is submitted as an annexure to the SDF, which in turn is a component of the IDP in terms of the requirements of the Municipal Systems Act. This document is a component of the SDF, which is the (LDO) submission to DPLG in terms of the DFA.

• This document may be superseded by Development Frameworks and Precinct Plans, project lists and programmes, policies, studies, sub-programmes, project-business plans that may be approved by Council subsequent hereto.

• This document incorporates certain previously approved Council Policies, Development Frameworks and Precinct Plans and where ambiguity exists or more information may be required, these shall act as source documents.

• Approved Development Frameworks and Precinct Plans within this RSDF are deemed to be relevant for up to five years. At the discretion of the Directorate: Development Planning and Facilitation, the Development Framework or Precinct Plan can either be rescinded, revised or retained.

• The maps and plans contained within the RSDF are strategic and conceptual and do not suggest a site-specific representation (unless stated as such under a Precinct Plan).

• The maps / diagrams and graphic representations are merely conceptual indications of the desired future functioning within the region and in order to achieve the desired functioning / goal; projects, sub-programmes, and programmes should be accordingly rolled out / implemented.

• Any delineation of a line, which may have a perceived site-specific interpretation, should not be construed as such (unless stated as such under a Precinct Plan or cadastral delineated (e.g. Urban Development Boundary).

• The Administrative and Sub Area boundary lines are merely administrative and / or planning tools and

should not be interpreted as a form of division.

1.4 UNDERSTANDING THE CONTEXT OF EACH DEVELOPMENT PROPOSAL

Understanding the potential impact of each and every development irrespective of its scale and location is key to determining a future City that is sustainable, efficient and accessible to all. Prospective developments come in all shapes and sizes and the impact of a single development may be citywide or neighbourhood in nature. As an example, the establishment of a single, large shopping centre may impact significantly on the spending and traffic patterns of a number of regions. The impact of the development may even be felt citywide. Conversely, a single subdivision in a residential suburb, in line with an applicable Town-Planning Scheme, is unlikely to have a material impact on the ambience or functioning of a neighbourhood or the City as a whole. However, a proliferation of subdivisions or township establishment applications in an area may well begin to impact on the ambience, character and functioning of a suburb and ultimately the broader Region. Where physical and social infrastructure is planned and co-ordinated in conjunction with these trends the impact should be positive and not compromise the livelihoods of existing communities. In an instance where the provision of services is outpaced by development, the impact of this change is likely to be detrimental to the neighbourhood and broader region.


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The following figure illustrates a broad assessment framework for all prospective developments, irrespective of scale with a view to considering “the bigger picture” of a Johannesburg that aspires to be sustainable, efficient and accessible to all. The assessment framework compels a prospective developer to consider this bigger picture by assessing and demonstrating the contribution of a new development to the City’s strategies and desired urban structure. The broad assessment framework is supported by the set of Development Indices based on Sustainable Human Settlement Principles that will also be used to ensure quality developments.


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Table 1: An Assessment Framework for Prospective Developments

CITY CONTEXT ASSESSMENT

SITE SPECIFIC ASSESSMENT

OPPORTUNITIES AND CONSTRAINTS

DETAILED DESIGN

OBJECTIVE

Assessing implications and demonstrating impact of development on city strategies and desired urban structure / form

Assessing implications and demonstrating impact on the neighbourhood

Recognising opportunities / mitigating against constraints

Optimising the development via application of sound urban design guidelines

EXAMPLES OF ASPECTS TO CONSIDER

Movement Nodal development Densities Open space system Sustainable neighbourhoods Corridor development Alignment with Urban Development Boundary

Availability of infrastructure (social / physical) Compatibility/ Character of surrounding areas Adequacy of access Site topography Natural features

Linkages with public transport system Opportunities for increased density Provision of open space Scale / mix of developments

Arrangement of buildings / sites Promote frontage development Indicate pedestrian links / public space provision Focus intensive development on major routes and spaces Storm water treatment

RESOURCES AVAILABLE

IDP / SDF SDF / RSDF Inputs from respective MOEs

RSDF Sub Area Management Tables Precinct Plans

Urban Design Guidelines Site Development Plan Architectural drawings Service Agreements

1.5 IMPROVING THE QUALITY OF HUMAN SETTLEMENTS

In addition to the broad assessment framework discussed in the previous section, the City has introduced a set of Development Indices based on Sustainable Human Settlement (SHS) Principles. These principles are briefly summarised and represent the proposed minimum “thresholds” and requirements relating to new development proposals in the City. In summary, SHS Indices is aimed at the following:

• Improving the spatial, social, economic and environmental quality of developments.

• Promoting sustainable land-use planning and management.

• Promoting the sustainable and integrated provision of infrastructure and services.

• Promoting sustainable energy and transport systems. Nine elements are identified as vital to the creation of sustainable human settlements, and they are:

• Spatial integration.

• Integrated public transport and walkability.


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• Resource management and environmental sustainability.

• Open space system.

• Informal economy.

• Employment creation.

• Safety and security.

• Adequate infrastructure and service provision.

• Security of tenure and mixed housing typologies.

The SHS indices will be applied at the Township Establishment, Rezoning and Site Development Plan

processes. Each development proposal that falls within the threshold is evaluated against the aforementioned

SHS elements (e.g., Spatial integration, energy efficiency). Each application will receive a score and weighting

per element and the total will result in the development proposal being awarded a sustainability index. The

scoring and weighting incorporate both qualitative and quantitative aspects of the proposals. Should a

development proposals not meet the minimum Sustainability Index threshold, mitigating measures will be

required by the City to be incorporated as part of the proposals in order to attain an acceptable sustainability

standard.


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SECTION TWO

REGIONAL ANALYSIS


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Plan 1: Locality Plan


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2. REGIONAL ANALYSIS

2.1 LOCATION

Administrative Region E (Alexandra/Sandton) as depicted on the Locality Map (Plan no.1) is one of seven Administrative Regions that make up the City of Johannesburg. The region is located in the east of the City of Johannesburg, north of the Johannesburg Central Business District, south of Midrand, east of Randburg and west of the Ekurhuleni Metropolitan Municipality.

2.2 REGIONAL CHARACTERISTICS, TRENDS AND IMPLICATIONS

Regional context:

• The region is centrally located geographically within the Gauteng City Region - positioned between Tshwane Metropolitan Municipality in the north, the Johannesburg CBD in the south, Mogale City in the West and Ekurhuleni Metropolitan Municipality in the east.

• The region forms an interface between the City of Johannesburg and the Ekurhuleni Metropolitan Municipality to the east.

Regional economy:

• The City and the region are experiencing a growing economy not only in the formal economy but also in the informal economy. The rate of economic growth is however expected to slow in 2009/10.

• The evidence of a growing economy is manifest in the region through high levels of construction and growth in employment.

• The growing economy is a factor in attracting more people to the City and the region.

• The following mixed-use nodes, where economic activity is located and encouraged and residential densification promoted, are located within Region E:

o Sandton is a metropolitan mixed-use node of the City of Johannesburg. It is South Africa’s financial district and the location of the Johannesburg Stock Exchange, and is where a number of head offices of major firms are located. There are important shopping centres located within the node along with hotels and the Sandton Convention Centre. Sandton is the location of the largest Gautrain Station in the region, currently under construction. It is to be the focus of significant public investment.

o The Greater Sloane Node (incorporating Bryanston West, Sloane and Epsom Downs) is home to the head offices of major firms, including prominent information technology companies. There is also a retail component that is dominated by vehicle retailers.

o Rivonia is a mixed-use node located to the south of the intersection with Rivonia Road and the N1 freeway. The retail component includes the Cloisters Shopping Centre, The Junxion and Mutual Village. There is also an established office component within the node.

o Woodmead has developed in parallel with Sunninghill, but has also developed a relatively unique retail component around the Woodmead Value Mart. Further commercial development within this node is likely in the short to medium term.

o The Melrose Arch and Surrounds Node is dominated by the Melrose Arch development. This is a phased mixed-use development that has created a concentration of activity at the intersection of Athol Oaklands Drive, Corlett Drive and the M1 freeway. In the long term, the project is likely to provide a combination of residential, office and commercial uses.

o The Wanderers Club and Cricket Ground have been identified as a Specialist Sports Development node given that it is a venue for international events. Future developments will be related to sporting activities and alleviating parking congestion within the node.

o Killarney Node is one of the oldest upmarket residential areas with high-rise apartments and a retail component anchored by Killarney Mall. A significant portion of this node is located within Region E.

o Part of the Fourways Node is located within Region E. This section of the node includes retail, and offices and some residential. It is the location of the Monte Casino entertainment complex.

o Rosebank was developed as one of the first major mixed-use nodes outside the Johannesburg Central Business District. The regional node includes the offices of major businesses, as well as a precinct of interlinking shopping centres focused on The Rosebank Mall and The Zone.


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The majority of the node is located within Region B. However the Rosebank Gautrain Station and surrounding blocks in Melrose are located within Region E.

o Bruma Node includes a regional shopping centre (located mainly in Ekurhuleni), offices, discount retail, a tourism flea market, an entertainment venue with restaurants and offices and motor show rooms situated around the Bruma Lake.

o Illovo Node is dominated by the Illovo Boulevard office precinct. The node has a small elite retail component, and a fair number of older higher density residential units. A small portion of the Illovo Node is located within Region E.

o Marlboro, Wynberg, Kelvin View, Eastgate, Marlboro South, Kramerville and Kew townships are industrial/commercial nodes located along the M1. In recent years these areas have suffered strong competition from other industrial nodes (e.g. Linbro Park, Strijdom Park, Frankenwald and even Midrand), as well as having problems with crime and squatting. The node’s location next to Alexandra has had a negative effect on perceptions and rentals in the area are comparatively low despite the fact that access is good and the road infrastructure is satisfactory.

o Greenstone Hill is an emerging regional node on the boundary with Ekurhuleni Metropolitan Municipality.

o Other industrial and commercial areas within the region are the AECI and associated industry at Modderfontein and relatively recently developed areas of Linbro Park Business Park and the Longmeadow Business Estate.

o There are major initiatives being proposed by the owners of the extensive areas of undeveloped land to develop the land (i.e. Bergvalei, Modderfontein, Waterval).

o There are three activity streets defined in Region E. These are located along Louis Botha Avenue (located on a mobility spine), Grant Avenue, Norwood (see Sub Area 22 of Section 4) and Derrick Avenue, Cyrildene. Offices, retail outlets, and small-scale enterprises including illegal nightclubs dominate Louis Botha Avenue. Grant Avenue is dominated by restaurants and bistros and caters to a more avant-garde market than the mainstream retail centres or office nodes. Derrick Avenue is the location of Chinese restaurants and shops and has a unique ambience and style.

Marginalized areas:

• Despite wealth accumulation, the region is characterised by extremes of wealth and poverty. It is the location of not only the financial and economic hub of the City (and arguably South Africa) located in Sandton, as well as other important mixed-use nodes, but it is also characterised by areas of poverty concentrated in Alexandra, Klipfontein View and Mayibuye. The visual manifestation of these extremes is best illustrated in the close proximity between the low income housing in Alexandra and the tower blocks in Sandton (see cover page).

• The inequalities in the region combined with a growing population and increased construction has increased demands on existing infrastructure and services and has increased the pressure for new infrastructure provision.

• Some of the highest residential densities in the region are located within Alexandra. Through the Alexandra Renewal Project the township is undergoing de-densification, and the needs of the poor are being met. This programme has resulted in the need to promote residential densification through the provision of low-income housing solutions in the broader region.

• There are significant shortfalls in services, infrastructure and quality educational facilities within Alexandra, Klipfontein View and Mayibuye.

• There are few economic or employment opportunities within the formal sector in Alexandra, Klipfontein View and Mayibuye.

• There are significant informal settlements located within Alexandra along the banks of the Jukskei (e.g. Sejwetla) and its tributaries. Smaller informal settlements are located at Innesfree Park, ‘Triangle’ and at Gandhi Centre.

• Vagrants make use of the parks, streams and other facilities within the region.

• Illegal occupation of factories and commercial buildings occurs in the M1 Industrial and Commercial area.

Housing:

• There is a high demand for low to middle income housing in the region.


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• Middle to upper income residential development, at comparatively low densities, dominates the west and south of the region.

• Housing stock within these areas is generally of a high standard. The age of such housing stock tends to be older in the southern townships becoming progressively younger as one moves north expressing the outward spatial expansion of the City over time.

• Residential densities tend to be low with higher residential densities clustered within and around mixed-use nodes.

• There are however areas within the west and south where housing stock is of a poor standard (e.g. Louis Botha Avenue).

Environment:

• The region is characterised by an open space system linked together by parks and river walkways, as well as private open spaces including a number of private golf courses.

• The region is dominated by the catchments of the northward flowing Jukskei River and its tributaries (e.g. Braamfontein Spruit, Sand Spruit, Modderfontein Spruit and the Klein Jukskei River), which have partly been responsible for the region’s undulating topography. Most of the riparian areas have been altered or affected by human development.

• The primary underlying geological type of the region is the Half-way House Granite Formation.

• The majority of the region has been transformed for human habitation. Consequently much of the indigenous vegetation has been replaced by exotic species, and some indigenous species, associated with gardens.

• However within Region E there remain some of the last extensive areas of undeveloped public and privately held land within the City (e.g. Farm Bergvalei (Frankenwald), Farm Modderfontein, Farm Rietfontein and Farm Waterval).

• The following categories of open spaces (with examples) can be found in the region: o Ecological open spaces – Norscot Koppies, Rietfontein Ridge, Harvey Ridge, Klein Jukskei

River, Braamfontein Spruit, Sandspruit, The Modderfontein Conservation Area. o Social open spaces – e.g. Houghton Golf Course, Killarney Golf Course, River Club Golf Course,

Johannesburg Country Club (Woodmead), Wanderers Country Club, Wanderers Cricket Stadium,

Modderfontein Golf Course, Huddle Park Golf Course, Royal Johannesburg and Kensington Country

Club.

o Public Open Space – e.g. Zoo Lake, The Johannesburg Zoo, Paterson Park, Ethel Gray Park, Hugh

Wyndham Park, Mushroom Farm Park, Innesfree Park, Bezuidenhout Park.

o Heritage – Buildings of heritage value are concentrated in the southern townships of the region.

There are however buildings of historical significance in the northern suburbs and within

Alexandra.

o Institutional spaces – Edenvale Hospital, Rietfontein Hospital and the National Institute for

Virology, Tara Hospital.

o Prospective Open Space – Field and Study Centre, Klipfontein View, Linbro Park Landfill site,

the Quarry on the farm Waterval, land within and on the periphery of the Modderfontein Land

Holding.


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Plan 2: Broad Land Uses


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2.3 INFRASTRUCTURE AND SERVICES

2.3.1 Roads • There is a developed road network in Region E with extensive freeway access to the M1, N1 and N3;

however these become congested during peak traffic hours.

• Areas where congestion is greatest, due to new developments and planned developments include: Magaliesig, Fourways, Douglasdale, Epson Downs, Sloane and parts of Bryanston.

• Areas where there is a road-upgrading backlog include: Wynberg, Alexandra, parts of Far East Bank and parts of President Park Agricultural Holdings.

• The critical Buccleuch (M1, N1, N3) interchange falls on the northern boundary of the region.

• Other key intersections in Region E include: o M1 and Woodmead Drive o M1 and Marlboro Drive o M1 and Grayston Drive o M1 and Corlett Drive o M1 and Athol-Oaklands Drive o M1 and Glenhove Road o M1 and Riviera Road o M1 and Houghton Drive forms part of the southern boundary of the region o N1 and Rivonia Road o N1 and William Nicol Drive o N3 and Marlboro Drive o N3 and Vincent Tshabalala Road o N3 and Modderfontein Road o N3 and Linksfield Drive.

• The key mobility roads and spines in the region are Jan Smuts Avenue, Main Road, William Nicol Drive, Oxford Road, Rivonia Road, Louis Botha Avenue/ Pretoria Main Road/ Eastern Service Road, Witkoppen Road, Modderfontein Road, Marlboro Drive.

• A future phase of the Bus Rapid Transit route will traverse the region from north to south along Rivonia Road and Oxford Road as part of the Rea Vaya public transport initiative.

• Another phase of the Bus Rapid Transit route will traverse the region from east to west across the region on Republic, William Nicol, Sandton Drive and Grayston Drive.

• East-west mobility across the region is constrained by the undulating topography and as such these roads have relatively low carrying capacities that lead to severe congestion on these routes. The critical east-west roads that traverse the region are:

o Witkoppen Road/Maxwell Drive. o Marlboro Drive/ proposed extension of Marlboro Drive. o Kelvin Drive o Grayston Drive/ Andries Street/ Arkwright Avenue/ Wynberg Road/ Vincent Tshabalala Road/

proposed extension to Vincent Tshabalala Road (PWV3). o Chester Road/ Bolton Road/Glenhove Road/ Pretoria Avenue/Woodyatt Avenue/Athol

Road/Johannesburg Road/George Avenue/ Modderfontein Road (Northfield Avenue/Avon Road/Swemmer Road/Club Street/Linksfield Road).

o 11th Avenue, Houghton/Ivy Road/Louis Road/Hathorn Avenue/Durham Street/George

Avenue/Modderfontein Road. o 10

th Street & 11

th Street, Orange Grove/ Club Street/Linksfield Road

o Marcia Street/Alum Road. o Broadway.

• There is poor east-west linkage to Ekurhuleni Metropolitan Municipality.

• There are three officially recognized activity streets within the region, where on street parking is permitted in order to access businesses - these are Louis Botha Avenue, Grant Avenue and Derrick Avenue.

• The majority of roads in the region are local residential streets with low carrying capacities. Illegal closure of these public assets is a problem within the region.

• There are three proposed K-routes that will affect the region namely the K60, the K113 and the K115. The construction of part of the PWV 3 is also proposed in the region.


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• A Roads Network Master plan has been completed for Linbro Park Agricultural Holdings

• A Sandton Transportation Strategy is being undertaken for the Sandton Central Business District area that aims to assess the implications of the Sandton Gautrain Station Urban Development Framework (2008) land use proposals on future transportation infrastructure demand.

2.3.2 Water • Existing infrastructure, particularly in the older residential townships, requires ongoing maintenance,

upgrading and management.

• The City is providing water infrastructure under two programmes: The Water Reservoir Upgrading Programme and the Bulk Water Distribution Programme (see Plans 3c and 3d). The legends of these 2 plans can be described as follows:

o No upgrading: No programme is necessary for these areas as the reservoir capacity is adequate.

o Existing: A program is being implemented currently to address current (existing) backlogs. o Existing and ultimate: A program is being implemented currently to address current (existing)

backlogs and to provide additional capacity for future demand. o 5 Year: Reservoir upgrading programmes will be initiated in 5 years time to address capacity in

these areas. o 5 year and ultimate: Reservoir upgrading programmes will be initiated in 5 years time to

address capacity in these areas, and to create additional capacity for future demand. o Ultimate: Reservoirs that serve these areas will only be upgraded in the long term.

2.3.3 Waste Management

• The developed areas are served by a formal waste collection service.

• Street cleaning within the economic nodes is of an adequate standard.

• The Linbro Park landfill site was the only landfill servicing the region. It is in the process of being rehabilitated. A new regional landfill site needs to be urgently identified and prepared. Measures to address the demand side of waste management must also be implemented in the region to reduce the need for landfill infrastructure.

• Garden refuse sites are located at Woodlands, Ballyclare, Melrose and Norwood.

2.3.4 Electricity • City Power and ESKOM are the suppliers of electricity to the region.

• There are significant electricity constraints in the region.

• Eskom’s lack of capacity will seriously affect the region in the short to medium term.

• According to available information 75-100% of electricity capacity has been reached in following areas: Allandale Extensions, Austin View A.H., Bagleyston, Bryanston East & Extensions, Bryanston Extensions, Cheltondale and Extensions, Commercia & Extensions, Douglasdale Extensions, Farm Driefontein, Epsom Downs, Fairmount Ext. 2, Fairvale, Fellside, Forbesdale, Founders hill, Glen Austin A.H. Ext. 3, Glensan, Grand Central Extensions, Greenstone Hill Extensions, Greenstone Park Extensions, Greenstone Park Proper, Halfway House Extensions, Hawkins Estate & Extension, Jukskei Park Extensions, Klevehill Park & Extension, Klipfontein View & Extensions, Linksfield & Extensions, Linksfield North & Extension, Longmeadow Business Estate & Extensions, Magaliessig Ext. 1, Maryvale, Modderfontein Ext. 2, Norscot Ext. 2, Norwood, Olivedale Extensions, Orange Grove, Orchards, Parkmore Ext. 1,Parkwood Ext. 1, President Park A.H., President Park Extensions, River Club & Extensions, Rouxville & Extension, Sandhurst Ext. 4, Sandringham & Extensions, Sydenham, Umthombo Ext. 3, Victoria Extensions, Westfield Proper.

2.3.5 Sewer • The region has fully serviced bulk sewerage reticulation.

• It is important to upgrade and maintain failing infrastructure to prevent the release of polluted water and sewerage into wetlands and rivers, particularly in the Alexandra area.

2.3.6 Stormwater • The following townships have been identified, in terms of available information as having constraints

related to stormwater: Abbotsford, Austin View A.H Ext. 1, Bryanston, Bryanston Ext. 7, Commercia Extensions, Dowerglen Ext. 10, Edenburg, Far East Bank, Far East Bank Extensions, Frankenwald,


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Frankenwald Extensions, Gallo Manor Extensions 1 & 2, Highlands North Extension, Jukskei View Ext. 9, Marlboro Gardens Ext. 1, Morningside Manor Ext. 2, Petervale, Riverclub, Rivonia Extensions, Waverley, Woodmead and Woodmead Extensions 1 &11.

• The upgrading of stormwater systems throughout the region is a key intervention, also to address environmental considerations.


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Plan 3a: Infrastructure Hotspots (Plan No 3)


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Plan 3b: Infrastructure Hotspots: Sewer and Waste


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Plan 3c and d: Infrastructure Hotspots


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2.4 KEY ISSUES

• There are areas within the region where there is entrenched poverty such as Alexandra, Klipfontein View, and Mayibuye and along Louis Botha Avenue that require ongoing revitalisation, redevelopment and support.

• The need for low-income housing opportunities to assist the poor out of poverty and cater for the informal settlements in the region is a critical issue. The issue engages directly with meeting the challenge of poverty and ensuring that vulnerability, inequality and social exclusion are addressed. Furthermore, the incorporation of lower-income housing typologies into the broader urban fabric will directly address the existing apartheid urban form while providing a range of different housing types for different economic needs within the same township.

• Related to the above issue is the need to redevelop Alexandra as a sustainable residential township through the Alexandra Renewal Project. It is important that this project succeed, as it is not only assisting people out of poverty while revitalising and re-servicing a creation of urban segregation; it is championing innovative approaches to area based management in the City through the coordination of the three spheres of government.

• Informal Settlements in the region need to be progressively eradicated.

• The region is also the economic and financial hub of the City with a number of mixed-use nodes that are critical to the City’s, the Province’s, as well as the country’s economy. As such Region E is a critical area for encouraging ongoing growth in the City and strengthening the City’s links with the rest of the country. The region’s economic strength provides an opportunity for initiating actions that would ensure equitable sharing of the value gains with the poorer areas within the region and the City. Furthermore, mixed-use nodes within the region need to be strengthened to ensure that they become destinations that are active 24 hours a day. This will require the intensification of existing uses and the encouragement of high-density residential developments at these nodes.

• There is a need to encourage redevelopment of the Regional Node at Bruma and to revitalise existing industrial nodes.

• There has been significant residential and commercial development in the region that has put existing infrastructure under pressure. This requires the future extension and maintenance of reliable and competitively priced services for commercial, residential and institutional uses.

• There are also areas such as Alexandra, Klipfontein View and Mayibuye experiencing infrastructure backlogs that need to be met.

• Availability of electricity remains a key constraint for development in the region.

• The capacity of social facilities needs to be improved in order to cater for the increased residential densification and intensification of non-residential developments in the region so as to ensure that citizens have access to a safe and healthy urban environment.

• Similarly, a new regional landfill site must be identified and prepared for use in order to ensure that the region remains a healthy urban environment.

• Region E has a number of open spaces, which need to be protected so as to retain the remaining ecological integrity of existing catchments and ridges within the region.

• There are some of the largest undeveloped open spaces located in the east of the region. These areas are under pressure to be developed. The Kyalami / Modderfontein Environmental Management Framework developed by the Directorate: Environmental Policy and Management seeks to ensure that future development within such areas occurs in an environmentally sensitive manner.

• The proposals to develop the three large last remaining vacant portions of privately owned land should be supported in order to strengthen Johannesburg’s position as the economic hub of the City, to create employment opportunities and to provide housing and services so as facilitate poverty alleviation while providing a range of options on the ‘housing ladder’. However the development must be undertaken in a manner that promotes integration with surrounding urban fabric and does not compete to the detriment of other nodal developments. Furthermore development needs to occur in such a manner that cognisance is taken of sensitive environmental areas in order to reduce the impact of the development of the farm portions on the broader envelope of natural resources.

• For the region to remain the economic and financial hub of the City and in order to meet the development challenges of the region the following road related interventions must occur:

o Congestion on the roads must be alleviated. o East-west mobility across the region must be enhanced. o East-west linkages with Ekurhuleni Metropolitan Municipality must be improved.


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Plan 4: Key issues map


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SECTION THREE

DEVELOPMENT POLICIES AND STRATEGIES


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3. DEVELOPMENT POLICIES AND STRATEGIES This Section provides a more detailed reflection of the SDF objectives, strategies and policies as they impact on local area planning, as well as illustrating the Growth Management Strategy. It also provides brief overviews of the region-specific Development Frameworks and Precinct Plans that have been developed to give effect to the vision for the region and the City.

3.1 DEVELOPMENT STRATEGIES

The SDF provides a comprehensive overview of the Spatial Development Strategies and the desired urban form for the City. Therefore this section should be read in conjunction with the SDF (2010/11).

3.1.1. Growth Management Strategy In addition to the components of the SDF, a Growth Management Strategy (GMS) was developed to compliment the seven other SDF strategies. The strategy is detailed in the Spatial Development Framework 2010/11. The GMS prescribes where, and under what conditions, growth can be accommodated. The future growth of the City must ensure that population and economic growth is supported by complimentary services and infrastructure whilst also meeting spatial and socio-economic objectives. The two key objectives of the strategy are to:

• Determine priority areas for short-medium term investment and allocation of future development rights.

• Re-direct the respective capital investment programmes of the City’s service providers to address the short-term hotspots and strategic priority areas.

The GMS sets high, medium and low priority areas across the City and describes specific interventions. High Priority Area (i.e. 2008-2011 Capital Investment and immediate Service Upgrading)

Public Transport Priority Areas: The locations noted below represent the backbone of a revitalised and integrated public transportation system. The multi-billion Rand investments of Gautrain and the Bus Rapid Transit System (BRT) represents the City and State’s commitment to realising a world-class public transportation system that facilitates movement within and beyond the City’s borders and is efficient and accessible to all communities. The expanded system being developed represents a significant and complimentary advancement of the current bus and taxi services rendered within the City. The locations below also represent latent opportunities to restructure the current fragmented City form and to provide more inclusive environments for the City’s communities. Issues relating to appropriate and effective densities, mixed-uses and infrastructure provision are foremost in the City’s designation of these areas as priority areas from an infrastructure perspective. City budgets relating to infrastructure will be co-ordinated to ensure that these imperatives are met. Additionally, aspects relating to Inclusionary Housing to facilitate affordable and “gap-market” housing and incentives to facilitate socially geared developments in these locations are critical. In this regard the City has approved a density bonus incentive along the northern section of the BRT (Parktown to Sunninghill route) and is considering additional incentives such as the fast tracking of applications. The Public Transport Priority Areas for Region E are as follows:

• Rosebank, Sandton and Marlboro Gautrain Stations.

• The Parktown to Sunninghill and Randburg to Alexandra phase of the Bus Rapid Transit System.

Marginalized Areas The continued City commitment to the upgrading and economic upliftment of the following locations places them within the highest priority category of the five Growth Management Areas and reinforces the commitment to service upgrading (e.g. gravel roads upgrading, eradication of informal settlements etc.). The transformation of these locations from their previous dormitory township status to vibrant, integrated communities are central to the principles of the Growth and Development Strategy such as “facilitated social mobility” and “settlement restructuring”


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The City via a series of incentives and targeted infrastructure provision will support developments that foster increased economic development and labour-intensive industries. A full suite of incentives is still being developed but they could include fast tracking of applications, application fee and bulk contributions exemptions and in relation to industrial and commercial development, rates holidays. The following areas in Region E are identified as marginalized areas:

• Greater Ivory Park (including Klipfontein View and Mayibuye).

• Alexandra. Medium Priority Areas (i.e. immediate remedial infrastructure upgrading. New Capital Investment 2011-

2015)

Consolidation Areas The greatest impact of the Growth Management Strategy will undoubtedly be felt in the Consolidation Areas. The primary objective of the Consolidation Areas is to prevent the compounding of the infrastructure constraints, most notably relating to energy and traffic but also noting the significant impact of large-scale and incremental developments on water and sanitation, stormwater management and social amenities. There are two sub-categories within the Consolidation Areas, namely:

• Infrastructure encumbered areas.

• Non-encumbered infrastructure areas. Infrastructure encumbered areas: The areas are not within the public transportation “footprint” described earlier in the section and have been determined in relation to the capacity of City Power’s sub-stations (where 90% or more of the design-capacity has been exceeded during Winter 2007 load-readings). The status of these localities will be re-evaluated on an annual basis in consultation with the respective Municipal Owned Entities including City Power. It is within these localities that the City will actively limit further developments until current deficiencies are addressed (noting that they do not enjoy short-term priority status in terms of service upgrading). This limitation will apply to incremental and large-scale developments and will affect individual property owners and the development community alike. It is acknowledged that a number of the spatial policies relating to densification will be affected by these limitations (e.g. densification along the City’s mobility routes). The City remains committed to these principles and long-term objectives. However, it cannot commit to the provision of the requisite infrastructure short-term and consequently will not as a matter of course support subdivisions, rezonings or township establishment development applications in the short term, noting the provisions of the section below. Exemptions to Limitations on Development Applications: The City would not support development applications in Infrastructure Encumbered Consolidation Areas relating to rezonings and / or township establishment and / or subdivisions unless:

i) The application would necessitate less than 20% increase of the existing power and energy usage OR

ii) The application is able to carry the costs of the requisite bulk infrastructure upgrading at the cost of the developer AND

iii) The application would necessitate less than 20% of the current traffic generation of the current land use and intensity AND

iv) The rezoning has the implicit support of each of the Transportation / JHB Water / City Power AND v) JHB Water and City Power commit to reserving capacity for the development.

The provisions of i) can be set-aside if energy efficient designs / components of the development can reduce the energy demands to standards prescribed by City Power. When the reserve capacity for each City Power depot is reached NO further Township Establishment approvals or Rezonings to be approved until new reserves are made available. In the case of the non-encumbered infrastructure areas the prevailing provisions of the Regional Spatial Development Framework Sub Area Management Tables will apply.


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Region E has a large number of consolidation areas – please refer to the Sub Area Management Tables in Section 4. Expansion Areas To the north and south of the City, potential land resources presently beyond the Urban Development Boundary (UDB) have been identified and the proposal to include them within the UDB are included in the SDF and RSDFs for Regions A and G. There are no expansion areas within Region E. Low Priority Area (i.e. no infrastructure upgrading / provision before 2020)

Peri Urban Areas Localities beyond the extent of the Urban Development Boundary comprise the Peri-Urban Management Areas. There are no short or medium term obligations or plans to service these areas. There are no peri-urban areas in Region E.

The priority areas for Region E are identified and discussed herein, while the short-term hotspot areas where future development rights are to be limited is identified in the Sub Area Management Tables in Section 4. For details on the GMS refer to the Spatial Development Framework 2010/11. The following table provides a summary of the other seven Development Strategies and their instruments and the SDF objectives.


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Table 2: Development strategies, instruments and objectives

Spatial Development Strategies

SDF instruments Objectives

Supporting an efficient movement system

� Road Hierarchy � Bus Rapid Transit (BRT)/Strategic

Public Transportation Network (SPTN)

� Gautrain Stations � Existing rail network � Non Motorised Transport (NMT)

modes

� Support public transport, and non-motorised options, i.e., cycling and pedestrians.

� Reduce travel and transport cost. � Promote accessibility of communities to

employment, recreation and social opportunities.

� Protect the mobility function of major arterials and roads.

� Ensure that the movement system links with and is supported by strong high intensity nodes and higher density residential development.

Ensuring Strong Viable Nodes

� Nodal Hierarchy � Nodal Profiles and Boundaries � Management guidelines

� Ensure clustering of various activities (work, live, play and pray) at appropriate locations.

� Support viable public transport. � Maximise opportunities and diversity at

accessible points.

Supporting Sustainable Environmental Management

� Johannesburg Metropolitan Open Space System.

� Design Guidelines. � Johannesburg Open Space

Framework. � COJ Wetland Audit. � COJ Catchment Management Policy. � COJ Biodiversity Strategy.

� Create a network of green open spaces � Support sustainable catchment

management and stormwater practices. � Protect important environmental areas. � Promote the prevention and reduction of

pollution.

� Ensure adequate provision of services infrastructure to support densification and infill.

Initiating and Implementing Corridor Development

� East West Development Corridor (EWDC)

� North South Development Corridor (NSDC)

� Determine appropriate interventions. � Maximise opportunities. � Facilitate linkages. � Manage new developments in a co-

ordinated fashion.

Managing Urban Growth and Delineating an Urban Development Boundary

� Land use guidelines � Subdivision of Land Table � Development Principles outside the

UDB. � Amendment Procedures

� Combat urban sprawl. � Create economies of urbanisation. � Focus on in-fill and redevelopment. � Support efficient infrastructure provision

(capital investment). � Provide a mechanism for effective growth

management. � Support a more efficient urban form that is

public transport orientated. � Protect environmentally sensitive areas,

agricultural land and open space. � Support a multi-modal transportation

system.

Increased densification of strategic locations

� Promote appropriate densities and densification in appropriate locations and supported by required infrastructural capacity and social amenities

� Promote optimal use of existing and future infrastructure and resources.

� Promote appropriate densities and densification in appropriate locations.

� Promote the optimal use of existing and future infrastructure and resources.

Facilitating sustainable housing environments in appropriate locations

� Develop appropriate housing typologies.

� Promote adequate provision of social and economic amenities.

� Ensure adequate provision of associated infrastructure (e.g. stormwater).

� Develop appropriate housing typologies. � Promote adequate provision of social and

economic amenities.


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3.1.2 Supporting an Efficient Movement System The Movement Strategy is premised on the provision and maintenance of a highly accessible movement system and network that supports a range of modes (road, rail and non-motorised transport modes, public and private) and activities at various levels, intensity and scale. It specifically endorses the promotion of public transport as the means to increase accessibility of opportunities to all City users.

Road Network Hierarchy and Management Guidelines

The Road Network Hierarchy (see table below) indicates various road types and identifies the interrelationship between movement and activity. It seeks to promote mobility along major roads and spines (higher order roads) while encouraging higher density residential and nodal development along such routes so that a maximum number of persons can gain easy access to public transport facilities, whilst lower order roads (local residential streets) seek to inhibit the mobility function of the road in favour of pedestrian activity. In terms of the road hierarchy, there are three highways that serve Region E. These are the M1, N1 and N3. All three highways become severely congested during peak periods of traffic flow. Region E has seven Mobility Spines orientated in a north/south direction (see Plan No. 5) that facilitate movement through the region. These are:

� Jan Smuts Avenue. � Main Road, Bryanston. � William Nicol Drive. � Oxford Road/ Rivonia Road. � Louis Botha Avenue/ Pretoria Main Road/ Eastern Service Road/K101. � Woodmead Drive (K71). � Modderfontein Road.


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Table 3: Road Network Hierarchy and Management Guidelines

FUNCTIONAL ROAD CLASSIFICATION

LAND USE FUNCTION AND DESIGN

Highway (Class 1) � No direct access to land uses.

� Accommodates mainly national, regional and longer distance metropolitan trips

� Access is restricted to the interchanges only

Mobility Spines (Class 2) A Mobility Spine is an arterial along which through traffic flows with minimum interruption (focus on providing mobility). Development abutting the spine is in terms of specific policy criteria relating to the type of land use to be accommodated and to level of access. More often than not it will be the main arterial road between major nodes or between nodes and the freeway and motorway system.

� Mixed land uses at identified intersection nodal points

� Predominantly higher density residential

� Non-residential uses to be determined by the relevant RSDF Sub Area table, or if not specifically dealt with, then by Table 4 (Ancillary Use Guidelines for Mobility Spines)

� Mainly for inter regional and metropolitan trips.

� No direct access should be allowed.

� Access intersections provided at designated roads (highways and mobility roads).

� Access from side roads or service roads

� Restrictions on frontage access to be controlled.

� Provide public transport facilities at designated locations to ensure safe pedestrian access.

� Incorporate designated SPTN/BRT routes.

� Ensure managed pedestrian access

� Consider pedestrian movement, NMT and public transport services.

� Provision for pedestrian safety.

Mobility Roads (Class 3) A Mobility Road carries mainly intra regional traffic i.e. traffic of a local nature. It is of a lower order than a mobility spine but maintains the focus on mobility along the route. It often connects mobility spines or neighbourhood nodes.

� Local nodal development

� Predominantly higher density residential

� Non-residential uses to be determined by the relevant RSDF Sub Area table, or if not specifically dealt with, then by Table 5 (Ancillary Use Guidelines for Mobility Roads)

� Shorter distance distribution and mainly metropolitan trips.

� Performs a collector and distributor function, by collecting and distributing trips onto the mobility spine network and to and from neighbourhood nodes.

� Incorporate future SPTN / BRT feeder and distribution routes.

� Must safely accommodate public transport and pedestrian movement.

� Limited direct access.

� Provision of pavements and cycle lanes for pedestrians and cyclists

Activity Street (Class 4)

An Activity Street is a local street where access to the activity along the street is of paramount importance. Mobility is compromised in favour of the activity.

� Residential

� Business

� Retail

� All uses to be of a local and fine grain nature

� Accommodate pedestrian intensive uses with active frontages at street level.

� High level of (direct) access.

� Speed calming.

� Must safely accommodate public transport and pedestrian movement.

� Provide public transport facilities

� Prioritise pedestrian and cyclists in traffic management

� Activity preferably one erf deep

Local Residential Street (Class 5) A local Residential Street is a local road that serves primarily local traffic accessing the served area.

� Residential uses

� Low intensity non-residential uses, as per RSDF Development Management Tables

� Provides direct access to residential property

� Facilitates mixed traffic within neighbourhoods safely and at low speed

� Provision of pavements for pedestrians

� Feeds into arterial road and used to access Activity Street.

� Vehicle and pedestrian conflicts to be addressed safely.

� Consider pedestrian movement and NMT


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Plan 5a: Movement


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Plan 5b: Non Motorised Transport


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Table 4. Ancillary Use Guidelines for Mobility Spines

*Not exceeding 500m2

Table 5. Ancillary Use Guidelines for Mobility Roads

No. of Storeys 2 3 4

Permissible developable ground floor area for non-residential use*

5% 7.5% 10%

*Not exceeding 500m2

Allandale Road, Witkoppen Road, Maxwell Drive in the far north and Broadway in the south are the east-west Mobility Spines in Region E. There is no east-west Mobility Spines in the central areas of the region, creating a major challenge for east-west movement. This is exacerbated by the existing east-west roads being fragmented in nature due to the undulating topography and by the existing routes having relatively low carrying capacities. People are restricted from accessing areas to the west, such as Roodepoort and Constantia Valley, and locations in the east, such as Ekurhuleni Metropolitan Municipality and the Oliver Tambo International Airport. As such, the maintenance of the mobility function of these east-west linkages is critical and must be a primary consideration when reviewing applications pertaining to erven along these roads. The east-west roads in question are:

• Grayston Drive/ Andries Street/ Arkwright Avenue/ Wynberg Road/ Vincent Tshabalala Road.

• Marlboro Drive.

• Corlett Drive/ 9th Road/ Canning Road/ Main Road, Lombardy East/ Wordsworth Road/ Modderfontein

Road.

• Chester Road/ Bolton Road/ Glenhove Road/ Pretoria Avenue/ Woodyatt Avenue/ Athol Road/ Northfield Avenue/ Avon Road/ Swemmer Road/ Club Street/ Linksfield Road.

• Northview Road/ Johannesburg Road/ Pretoria Road/ Modderfontein Road.

• 11th Avenue/ Ivy Road/ Louis Road/ Hathorn Avenue/ Durham Street/ George Avenue/ Modderfontein

Road.

• 8th Street, Orange Grove/ 10

th Street, Orange Grove/ Club Street/ Linksfield Road.

• Marcia Street/ Allum Road.

• Broadway. The full list of Mobility Roads is listed alphabetically in the table below.

No. of Storeys 2 3 4

Permissible developable ground floor area for non-residential use*

7.5% 10% 15%


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Table 6. Mobility Roads in Region E

List of Mobility Roads in Region E

Mobility Road Sub Area/s Arkwright Avenue (Sub Area 14)

Andries Street (Sub Area 14)

Athol Street (Sub Area 21, 26, 27)

Athol-Oaklands Road (between Pretoria Street and Scott Street) (Sub Area 25)

Avon Road (Between Leigh Avenue and Ridge Road) (Sub Area 22)

Ballyclaire Drive (Sub Area 6,11)

Bolton Road (Sub Area 24)

Bowling Avenue (Sub Area 8)

Bryanston Drive (Sub Area 5,6)

Canning Road (Sub Area 22)

Chester Road (Sub Area 24)

Club Street (Sub Area 27,28)

Cooper Street (Sub Area 27)

Corlett Drive (Sub Area 21)

Durham Street (Sub Area 22,26,27)

Friedland Avenue (Sub Area 27)

George Avenue (Sub Area 22,26,27)

Glenhove Road (Sub Area 25)

Grayston Drive (Sub Area 13, 14, 20, 21)

Hathorn Avenue (Sub Area 26)

Ivy Road (Sub Area 26)

Johannesburg Road (Sub Area 22)

Katherine Street (Sub Area 8,13,14,20)

Kelvin Drive (Sub Area 8,12)

Linksfield Drive (Sub Area 28)

Louis Road (Sub Area 25,26)

Vincent Tshabalala Road (Sub Area 16,22)

Lower Park Drive (Sub Area 24)

Main Road, Lombardy East (Between Shakespeare Road and Wordsworth Road) (Sub Area 22)

Marlboro Drive (Sub Area 14, 15, 16)

Marcia Road (Sub Area 27, 29)

Northview Road (Sub Area 21)

Outspan Road (Sub Area 11,12)

Pretoria Street, Oaklands (Sub Area 25)

Pretoria Road, Lyndhurst (Sub Area 22)

Queen Street (Sub Area 29)

Sandton Drive (Sub Area 20)

South Road (Sub Area 8,12, 13, 14)

Summit Road (Sub Area 11,12)

Swemmer Road (Between Ridge Road and George Avenue) (Sub Area 22)

Wordsworth Road (Between Main Road, Lombardy East and Modderfontein Road)

(Sub Area 22, 28)

Woodlands Drive (Sub Area 8, 9)

Woodyatt Avenue (Sub Area 26)

Wynberg Road (Sub Area 14)

1st Avenue, Houghton (Sub Area 25)

11th Avenue, Houghton (Sub Area 25)

12th Avenue, Rivonia (Sub Area 6, 7, 8)

9th Road, Kew (Sub Area 14, 22

8th Street, Orange Grove (Sub Area 26)

10th Street, Orange Grove (Sub Area 26)

Further development of vacant land (Farm Waterval/Farm Modderfontein) east of the N3/Pretoria Main Road/N1 will require the development of new north-south Mobility Roads to facilitate movement when these areas are developed and to ensure that such developments do not further contribute to congestion on the existing Mobility Roads in the region. Proposed roads to which this refers include the K113, the PWV3, K60 and the K232. A further category of road is the Activity Street whereby access to the activity along the street is of paramount importance and mobility is compromised in favour of the activity. In Region E there are three streets that are identified as Activity Streets. These are:


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• Grant Avenue in Norwood: This Street is characterised by restaurants, take away outlets, small-scale service enterprises and offices, nightclubs and residential accommodation. Constraints include a lack of parking, the infiltration of offices into the residential area surrounding the street, litter, noise and the use of public sidewalks for restaurants.

• Derrick Avenue in Cyrildene: This Street is characterised by restaurants, trading stores as well as residential accommodation, mostly dominated by the City’s Chinese community. This street requires ongoing intervention relating to building control and the management of litter, businesses and infrastructure on the street. It requires the formation of a City Improvement District.

• Louis Botha Avenue: This Street is characterised by offices, retail, small-scale enterprises and nightclubs. Constraints include a lack of parking, burgeoning nightclubs and illegal activities. The street requires constant law enforcement and intervention with regard to building control, the management of illegal activities on the street and infrastructure.

The final category of road identified is the local residential street. These include the majority of the roads within Region E. Public Transport Infrastructure and Initiatives in Region E Strategic Public Transport Network (SPTN) The citizens of Region E are dependent on the motor vehicle for transportation. This contributes to the serious congestion and vehicle related pollution on the roads in the region. Moreover Region E, due to the significance of its economic nodes, is a major destination for those living in other regions of the City and as such is a focus for public and private transportation. One strategic initiative of the City to improve accessibility and mobility and encouraging public transport is the Strategic Public Transport Network, which is based on a network of routes along the City’s primary Mobility Spines linking and enhancing accessibility between residential departure points and nodal destination points. The physical features of the SPTN include:

• Dedicated lanes if volumes warrant it.

• Network to give priority to public transport, e.g. High Occupancy Vehicle Lanes.

• Park and ride facilities.

• Public transport facilities focussed at nodes.

• Transfers at identified interchange nodes.

• Most nodes require separate feeder and distribution services. Roads in Region E where public transport routes are proposed in terms of the SPTN include:

• Glenhove Road/ Pretoria Street/ Woodyatt Avenue/ Athol Street/ Northview Road/ Johannesburg Road/ Pretoria Road/ Modderfontein Road.

• Jan Smuts Avenue/ William Nicol Drive.

• Louis Botha Avenue/ Pretoria Main Road/ Eastern Service Road/ Old Pretoria Main Road/ K101.

• West Road, President Park/Republic Road, President Park.

• Witkoppen Road/ Maxwell Drive.

• Johannesburg Road/Pretoria Road/George Avenue/Modderfontein Road.

• Broadway.

• Queen Street/ Friedland Avenue/Cooper Street/Goodman Terrace/ Sylvia Road/Grace Road and Louise Street/ 8

th Street, Orange Grove.

These routes are identified in the Sub Area Management Tables in Section 4. No additional density will be applied for erven affected by the proposed SPTN routes. Additional densities in terms of the SDF guidelines will be considered along the Oxford Road/ Rivonia Road Phase 1route and along roads affected by the link between Randburg and Alexandra. Bus Rapid Transit (BRT) In November 2006 the City approved the upgrading of the SPTN to a Bus Rapid Transit (BRT) system which is defined as a “ high quality bus-based transit system that delivers fast, comfortable and cost-effective urban mobility through the provision of segregated right-of-way infrastructure, rapid and frequent operations, and excellence in marketing and consumer service” (Wright and Hook, 2006 in Rea Vaya Scoping Study).


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BRT is not a move away from the SPTN, but a more aggressive system based on similar principles to the SPTN. Aspects of the SPTN have been retained to work in conjunction with BRT systems and routes. The long-term vision of the BRT is to have a transport system that places more than 80% of the population of the City within 500m of the BRT route or its feeder system. This will achieve a goal the City has of improving the quality of life of citizens of the City by providing them with a high quality and affordable public transport system. The key outcome of the BRT is to provide a high quality, high frequency sustainable bus system that links the key residential and business areas within the city of Johannesburg. The BRT system consists of a hierarchy of three routes, namely BRT trunk routes, complimentary routes and feeder routes. The full phase 1 BRT routes impacting on Region E are:

1. Lenasia to Sunninghill. 2. Jabulani to Alexandra. 3. Orlando to Sandton. 4. Dobsonville – Eastgate.

The implementation of the BRT has commenced and Phase 1 of the Soweto to the Inner City has been in operation since the 31

st of August 2009. Phase 1B has been refined in terms of the timeframes for

implementation. Short-term implementation for Phase 1B will take place by August 2011 and consists of an 18km route between Noordgesig to Highgate, Empire Road, Parktown, the Metro Centre and Rissik Street. The remaining route from Parktown to Sunninghill is planned for implementation in the longer term. To support the BRT initiative, the City will actively support higher density residential development proposals along the routes and at nodal destination points. The City has approved land use and design principles in February 2008, for the extension of the Rea Vaya service to the north, i.e. Parktown to Sunninghill (see plan and relevant Sub Area Management Tables in Section 4). Where upgrading to support these proposals is required, the City is prepared to invest to maximise the benefits of the public transport system. Roads affected by the BRT routes within Region E are:

• The Mobility Spines of Oxford Road, Rivonia Road, Watt Avenue, William Nicol Drive and Broadway.

• The Mobility Roads of Sandton Drive / Katherine Street/ Grayston Drive/ Andries Street/ Rautenbach Street/ South Street/ 6

th Street, Wynberg/ Arkwright Avenue/ Wynberg Road/ 3

rd Street Wynberg/ Alfred

Nzo Street/ 15th Avenue, 12

th Street, Sam Buti Street (previously Selbourne Street) Alexandra.


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Plan 6: Proposed BRT Route Rivonia To Sunninghill


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Gautrain Currently Region E has no rail transport system. This is to change with the construction of Gautrain Rapid Railway that will link the Central Business District, Rosebank and Sandton with OR Tambo International Airport and Tshwane. The introduction of a high-speed rail system will add great economic value and will assist in alleviating traffic congestion in the region. The minimum frequency of trips between Johannesburg and Tshwane will initially be six trains per hour in each direction and will operate approximately 18 hours per day. This public transport service will include dedicated, exclusive bus services to transport passengers to and from stations along defined routes. These feeder routes are in the process of being finalised. The track through Region E is to be located in an underground tunnel between Killarney and Marlboro Gardens (see plan). At Marlboro Gardens the track will exit the tunnel. The track will then split into two separate lines in the vicinity of Linbro Park. These lines will be located at ground level. One line will link with the OR Tambo International Airport to the east and the other will link Tshwane to the north. Three stations are being constructed in Region E at Rosebank, Sandton and on Marlboro Drive. The station at Rosebank is to be located under Oxford Road between Tyrwhitt Avenue and Baker Street. Parking for the station will be from erven in the township of Melrose. The station at Sandton is to be the largest in the region. It is to be located under Rivonia Road between Fifth and West Street. The entrance to the station is to be located on municipal land, as is the parking for the station that will be provided underground. The station at Marlboro is located on intersection of Marlboro Drive and the N3 adjacent to Far East Bank Township. It will require the development of a new mixed-use node. Besides the stations, the shunting and maintenance yard for Gautrain will be located within Region E on the Farm Waterval. The development of the stations will concentrate commuters in the nodes concerned and will provide impetus for further economic opportunities and growth within these areas. Furthermore opportunities will arise within the nodes to accommodate commuters who rely upon the Gautrain to access other parts of the province. To make the Gautrain a success will require significant population densities to be located in close proximity to the stations to ensure that the public facility is used optimally. Current residential densities around the proposed stations at Sandton and Rosebank are low. As such, high residential densities in the vicinity of the stations will be supported. The stations and the proposed road based distribution network will align closely to the Strategic Public Transport Network. The Gautrain will provide another alternative to car-based transport and will contribute directly to addressing traffic congestion in Region E. During the construction of the stations at Sandton and Rosebank, Rivonia Road and Oxford Road will be partially closed and alternative routes made available. This will severely negate the mobility function of these roads during construction and will place pressure on alternative Mobility Roads and Spines. Changes to land use along the temporary alternative routes during the period of construction of the railway will not be permitted, unless required by the Gautrain Project Team.


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Non-Motorised Transport A framework for Non-Motorised Transport (NMT) was adopted in February 2008, which seeks to guide the planning and implementation of programmes and facilities for the multiple needs of NMT users. NMT includes all forms of movement that are human powered and do not rely on engines or motors for movement. This includes walking, cycling, rickshaws, wheelchairs, animal-drawn carts and recreational activities such as equestrian, roller blades, skates and scooters. In Johannesburg, non-motorised forms of transport are predominantly represented by walking and cycling modes. The strategic objectives of the NMT framework are to:

• Establish a dedicated network of high quality pedestrian and cycling routes across the city.

• Establish pedestrian and cycling modes of transport as preferred modes for short distance and convenience related trips within the City.

• Increase the percentage modal split of cycling and walking as preferred modes of transport.

• Facilitate access to the city for marginalized and low income communities.

• Integrate NMT modes with other strategic public transportation initiatives within the city including the Gautrain, Metrorail and BRT.

• Promote increased access to educational institutions by NMT modes.

• Place NMT at the forefront of congestion and environmental management plans within the city.

• Maximise local economic development opportunities related to cycling.

• Maximise tourism opportunities related to NMT.

• Promote the health and leisure aspects of NMT.

• Maximise access to and use of recreation networks in the city. NMT is recognised as an important factor in supporting public transport, functioning both as a feeder to public transport nodes and enabling safe and easy access to key activities surrounding public transport nodes. It is acknowledged that good linkages to stations and a high quality public environment are crucial in supporting the investment currently being made in public transport infrastructure. A good public environment encourages people to use public transport and facilitates walking to and from the station and instils a sense of permanence, therefore economic investment in the City. The framework for NMT identifies numerous priority areas throughout the city including all Gautrain stations and Phase 1 BRT stations. These align with GMS priority areas for infrastructure investment and densification. The priority areas in Region E are illustrated on the strategic route maps in Section 3 and include the Alexandra-Wynberg-Sandton-Linbro Park Priority Network.

3.1.3. Ensuring Strong Viable Nodes The Nodal Strategy is premised on the clustering of various activities at appropriate and accessible nodal locations to provide the City with a network of opportunity centres. Nodes are locations of concentrated activity often associated with the presence of employment opportunities and high density residential development located on or adjacent to Mobility Roads and Spines, and as such act as destinations for public transport. The Nodal Strategy uses a Nodal Hierarchy to define the City’s nodes and to describe the management approach to these nodes. Specific aspects of the nodal management guidelines are detailed below in the discussion pertaining to the major nodes in Region E and in the relevant Sub Area Management Tables. The nodes in Region E are critical in maintaining the economic prominence enjoyed by the City. The table below considers the metropolitan, regional, district and specialist nodes located within Region E as defined in terms of the Nodal Hierarchy.


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Plan 7: Nodes


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Table 7: Application of the Nodal Hierarchy in relation to Region E

A further category of node that affects Region E is neighbourhood nodes. These serve the immediate residential area and are often located on Mobility Roads. In Region E there are a large number of such nodes (listed in Table 8). Metropolitan Nodes These nodes are of metropolitan significance in terms of attracting people from areas beyond the metropolitan boundaries of the City. They have a distinct urban profile and are situated on Mobility Spines supported by Mobility Roads with access to highways. A variety of goods, services and speciality products are offered at these nodes. The ongoing redevelopment of these nodes is paramount. It is critical that the growth of the metropolitan node is managed in order to ensure access and circulation and to ensure that the interface with neighbouring areas is protected. Sandton and a part of Midrand are Region E’s metropolitan nodes. Sandton The critical strategic planning issues for the Sandton node are:

• Implement the Sandton Urban Development Framework (2008).

• Making Sandton a focus for public transport through the provision of facilities and the marketing of public transport as a viable alternative to private transport (i.e. Gautrain and SPTN/BRT).

• Preventing the node from sprawling out of the defined boundary.

• Ensuring that satisfactory alternative provision is made for public transport (both bus and taxi) during the construction of the Gautrain Station.

• The development of the Gautrain Station, the railway line and the road based – distribution network.

• The integration of the Gautrain Station development and road based distribution network with the SPTN.

• Promote innovative initiatives to improve pedestrian access through and in the node.

• Design of further office and residential development must be integrated with public transport and must be in keeping with high-quality image of the node.

• Integrating the different precincts in order to encourage a more mixed-use profile for the Sandton node.

• Design of new buildings must compliment existing structures and bolster the node’s image as South Africa’s premier financial district.

• Promote residential densification in Sandton to support public transport, notably the SPTN, to ensure that employees are closer to their workplace and to promote the development of a compact urban form.

• New opportunities for public/private open space must be identified in the node to improve the working and living environment of the node and compliment pedestrian movement.

• Public Open Space and pedestrian access affected by the development of the Gautrain Rapid Rail-link project must be fully redesigned and rehabilitated once the project is concluding.

• Support Sandton’s City Improvement Districts. Midrand

Metropolitan Node

Regional Nodes

District Nodes

Specialist Nodes

� Sandton � Midrand

� Rosebank � Rivonia � Greater

Sloane � Woodmead � Fourways � Bruma � Greenstone

Hill � Illovo

� Melrose Arch and surrounds

� Killarney � Balfour Park/

Highlands North

� Wynberg � Wanderers � M1 Commercial � Longmeadow

Commercial Estates � AECI Industrial � Linbro Park

Commercial


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The Midrand node is identified as a metropolitan node in the SDF. Only a small portion of the node falls within Region E. Most of that area of the node that is located within the region is currently undeveloped and located on the Mia’s Trust Land. The area currently developed, in the Halfway House Township, consists mainly of commercial, light industrial, retail and office uses. The node is located adjacent to the main arterial linking Johannesburg with Tshwane, and has in the last decade seen significant growth in the information and telecommunications industries. The node has an important conferencing function that is focused at Gallagher Estates. A Gautrain Station is planned for construction just outside the boundary of Region E, which may have significant impact on attracting further development and investment to the areas that fall within Region E. For this reason a Development Framework has been formulated to provide development direction for the Midrand Station Precinct, namely the Midrand Gautrain Station Urban Development Framework (2008). The critical strategic planning issues for the Midrand node are:

• Implement the Midrand Gautrain Station Urban Development Framework (2008).

• The lack of a defined core of the node

• The decline in the number of shopping centres within the node.

• Confining large-scale retail facilities within the nodal boundary.

• Ensuring that satisfactory alternative provision is made for public transport (both bus and taxi) during the construction of the Gautrain Station.

• The development of the Gautrain Station, the railway line and the road based – distribution network.

• The integration of the Gautrain Station development and road based distribution network with the SPTN.

• Promote innovative initiatives to improve pedestrian access through and in the node.

• Design of further office and residential development must be integrated with public transport and must be in keeping with high-quality image of the node.

• Integrating the different precincts in order to encourage a more mixed-use profile for the Midrand node.

• Design of new buildings must compliment existing structures and bolster the node’s image as South Africa’s premier high-tech district.

• Promoting high-density residential development within the node.

• The need to increase infrastructure capacity to promote intense residential densities west of the N1 within the metropolitan node.

• Addressing traffic congestion within the metropolitan node.

• New opportunities for public/private open space must be identified in the node to improve the working and living environment of the node and compliment pedestrian movement.

• Open Space and pedestrian access affected by the development of the Gautrain Rapid Rail-link project must be fully redesigned and rehabilitated once the project is concluding.

Regional Nodes These nodes serve specific regions or sub-regional areas. These nodes are situated on Mobility Spines supported by Mobility Roads and fulfil a variety of functions.

Regional nodes in Region E are Bruma, part of Rosebank, Rivonia, Greater Sloane, Greenstone Hill, Woodmead, Illovo and Fourways (the south-eastern sector of the Fourways node falls within Region E). Only part of the Rosebank node falls within Region E. This includes the Gautrain Station parking garage and the southern extent of Bolton Road. The critical strategic planning issues for the Rosebank node:

• Implement the Rosebank Urban Development Framework (2008).

• Making Rosebank a focus for public transport through the provision of facilities and the marketing of public transport as a viable alternative to private transport.

• Ensuring that satisfactory provision is made for public transport (buses and metre taxis) during the construction of the Gautrain Station.

• The development of the Gautrain Station and distribution network in Rosebank must be coordinated with the SPTN; it must facilitate access to office, residential and retail facilities in the node as well as residential opportunities on the periphery of Rosebank.

• Support proposed internal public transport shuttle that is to be coordinated with the other public transport proposals in the node.

• Promote retail and office revitalisation in Rosebank through the construction of new stock and rehabilitation of existing buildings. Such redevelopment must consider public transport requirements and be contained within the node.


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• The promotion of residential densification within and around Rosebank in order to support the Gautrain Project and public transport.

• Consolidate and upgrade the public environment.

• Protect existing sense of place.

• Closer cooperation between the City Improvement District and the City of Johannesburg. The critical strategic planning issues for the Rivonia node are:

• High levels of congestion within the node and on Rivonia Road during peak traffic.

• In support of the Strategic Public Transport Network ensure that adequate provision is made for public transport at the Rivonia node on Rivonia Road.

• Limiting development along the western side of Rivonia Road to high density residential.

• Non-residential development to be promoted in the defined node on the eastern side of Rivonia Road.

• High-density residential density to be supported in the node.

• Improve legibility of existing developments along Rivonia Road. The critical strategic planning issues for Woodmead node are:

• Consolidating the nodal boundary of Woodmead.

• Promote further development of value retail and other retail in the Woodmead node.

• Promote further office development in the node.

• Support residential densification in the node.

• Improve pedestrian and vehicular mobility to and from the node.

• Improvement of public transport access to the node and construct suitable public transport facilities at the node.

• Support the development of a network of pedestrian walkways that links Woodmead with Alexandra, and the upgrading of existing walkways.

The critical strategic planning issues for the Greater Sloane node are:

• Implement the Greater Sloane Precinct Plan.

• The consolidation of the node.

• Ascertain the impact of the proposed N1 interchange at Main Road on the Greater Sloane Precinct Plan.

• Facilitate public transport in the node.

• Develop a network of pedestrian walkways through and within the node.

• Ensure that future developments integrate with public transport facilities.

• Address electricity capacity shortfalls. The critical strategic planning issues for the Bruma node are:

• Making provision for improved public transport facilities through the provision of facilities and the marketing of public transport as a viable alternative to private transport.

• Public Transport facilities need to be provided in locations adjacent to proposed SPTN/BRT routes.

• Promote innovative initiatives to improve pedestrian access through and within this fragmented node.

• Protect existing A-grade office developments and promote further such development in the node.

• Promote residential densification in the Bruma node to support public transport.

• Management of existing open space relating to Bruma Lake and stream is critical in improving the image of this node.

• Joint initiatives by businesses in the area to improve the management of this node will be supported by the City.

• Closer cooperation between Ekurhuleni Metropolitan Municipality and the Johannesburg Metropolitan Municipality in the planning for this node.

Illovo is a regional node. The critical strategic planning issues for the Illovo node are:

• Implement the Parktown to Sunninghill BRT Land Use and Design Guidelines (2008)

• Promote appropriate land use intensification and residential densification in support of the public transport initiatives in the node.

• Ensure that future developments integrate with public transport facilities.

• Promote non-residential development in the node while protecting the character of the surrounding residential neighbourhoods.


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• Promote innovative initiatives to improve pedestrian access through and within this node. The critical strategic planning issues for the Fourways node are:

• Contain non-residential development to the node.

• Protect against non-residential intrusion into residential areas.

• Support residential densification within the nodal boundary.

• Support the development of an internal shuttle for the Fourways node.

• Support the development of a network of pedestrian walkways within the three quadrants that make up Fourways node.

• Consider appropriate land use and design guidelines in the areas where residential and non-residential land uses interface.

• Ensure that land use intensification in the node is supported by infrastructure provisioning. District Nodes These nodes serve one or more neighbourhoods (Sub Areas). They are predominantly located on Mobility Roads. Activities are of a local nature providing for convenience, daily needs and social services. Pedestrian access is relatively easy. The City of Johannesburg’s policy towards district nodes in Region E is to ensure that they are contained within their determined boundaries. Access to nodes via public transport and residential densification in support of public transport will be a critical guiding factor. Intensification of non-residential uses will be permitted in district nodes in conjunction with ongoing revitalisation of the node. The district nodes within Region E are:

• Melrose Arch and surrounds.

• Killarney.

• Highlands North/Balfour Park. The guidelines for the development of district nodes are as follows:

• In support of the SPTN ensure that adequate provision is made for public transport in district nodes and that development is integrated with the public transport facilities.

• Non-residential development to occur within nodes (offices, retail, institutional) and must be strengthened and encouraged in order to give further legibility to the node so that the node is developed as a destination.

• Residential densification in nodes will be supported in order to contribute to the development of vibrant nodes, and if applicable, the development of the proposed public transport network.

• Intensification of uses within district nodes is subject to the availability of services and infrastructure. Apply bulk and height to proposed developments in accordance with the site-specifics of an application, any Precinct Plan that may be applicable, and the recommendations of the Town-Planning Scheme. Neighbourhood Nodes Mixed-use neighbourhood nodes are nodes that serve a neighbourhood (township) and may even serve adjacent neighbourhoods. Neighbourhood nodes provide for daily needs, based primarily on convenience related services and products such as:

• Social and community facilities (i.e., libraries, crèches, etc).

• Open space.

• Medical consulting rooms.

• Convenience related shopping/services, which may include uses such as convenience grocers, dry cleaners, butchers, local fruit and vegetable shops, laundromat, video rental stores.

• Public garages.

• Restaurants, coffee shops and take away shops.

• Hairdressers/beauty parlours. Region E has a number of neighbourhood nodes, which vary in size and function. The Spatial Development Framework 2010/11 (Section 5.2) outlines some of the current challenges for this nodal type across the City, which the RSDF is attempting to address.


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The following principles as outlined in the nodal guidelines in the SDF detail the City’s approach towards neighbourhood nodes:

• Discourage the development of new neighbourhood nodes beyond identified locations.

• Support the redevelopment of existing neighbourhood nodes.

• Integrate new nodal development with public transport and the SPTN where possible.

• Ensure a balance between parking at the node and public transport infrastructure.

• Residential densification is encouraged within, adjacent and contiguous to an existing neighbourhood node.

The list below outlines the neighbourhood nodes that have been identified in Region E. This list of neighbourhood nodes is not exhaustive and will be investigated further. Section 4 provides more detail information relating to the management guidelines for neighbourhood nodes and include, but not limited to:

• Design guidelines.

• Guidelines on whether to expand or contain the nodes.

• Desired land uses within the nodes and land use controls where appropriate.

• Desired land uses in the surrounding area.

• Land use controls.

• Specific density requirements around the nodes.

Not all of these neighbourhood nodes have been addressed in this review, but where reference is made to neighbourhood nodes in the Sub Area Management Tables, cognisance should be given to the above-mentioned principles and management guidelines. The neighbourhood nodes which have not been discussed in length in the Sub Area Management Tables is part of a longer term project to identify and establish management guidelines in terms of each node’s characteristics and needs, which will be incorporated into subsequent reviews.


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Table 8. Identified Neighbourhood Nodes

SUB AREA

NEIGHBOURHOOD NODE AFFECTED TOWNSHIP

1 Kingfisher Centre (contained between Kingfisher Drive, Robin Drive and Alexander Avenue)

Fourways

2 Merrow Down Plaza (Erf 240) and Erven 241 and 242 Magaliessig Ext. 26

Magaliessig Ext. 26

3 None identified at this time N/A



Petervale (c/o Cambridge Road & Frans Hals Street) Petervale

Bryanston Shopping Centre (c/o Hobart Road & Ballyclare Drive) Bryanston Ext. 7

Riverside (c/o The River Road and Bryanston Drive) Bryanston

C/o Peter Place & William Nicol Drive Bryanston Ext. 13

6

Hobart Rd Shopping Centre (c/o Grosvenor Road and Hobart Road) Bryanston

7 None Identified at this time N/A

8 Wendywood (Erf 600, 417, 270, 271, 272, 269, 268, 266, 886 and 418 Wendywood)

Wendywood

Morningside Shopping Centre (c/o Bowling Avenue & Kelvin Drive) Morningside





Simba (Ann Crescent) Simba 13

Node at intersection of South and Amanda Road Morningside Ext. 44

14 None Identified at this time N/A

15 Southway (between the Pretoria Main Road and Raymond Street) Kelvin





20 Chislehurston Shopping Centre (c/o Protea Road & Federal Road)) Chislehurston


Neighbourhood node at the intersection of Pasteur and Currie Road Rembrandt Park

Neighbourhood node at the intersection of Pretoria Road and Drome Road

Formain

Neighbourhood node at the intersection of Corlett Drive and Second Avenue

Kew

Neighbourhood node at the intersection of Corlett Drive and Second Avenue

Lyndhurst

22

Neighbourhood node at the intersection of Sandler Road and Livingston Street

Fairmount Ext. 2



Neighbourhood node at the intersection of Wrenrose Avenue & St Andrew Street

Birdhaven 25

Neighbourhood node at the intersection of Pretoria Street & Kruger Street

Oaklands

26 Neighbourhood node at the intersections of Roland Avenue, Sarie Marais Road & Sixth Avenue

The Gardens

27 Neighbourhood node at the intersections of Anne Street, George Avenue and Elizabeth Avenue

Sandringham




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Specialist Nodes Specialist nodes are of a specialised nature in terms of being used for a single retail, entertainment, commercial or industrial use. Region E has a number of specialist nodes of an industrial nature and a sports node around the Wanderers Cricket Ground.

• The industrial nodes in Region E are: o M1 commercial area (including the townships of Wynberg, Kew, Marlboro South and North,

Eastgate, Kelvin View, Wesco Park). o Linbro Business Park. o Longmeadow Business Estate. o Commercia, Chloorkop, Modderfontein (AECI).

It is critical that the services and infrastructure and high levels of access are maintained to ensure that these nodes can maximise their economic potential. The City understands the importance of promoting the successful development of its economic base. It wants to direct industrial activities to the most competitive locations, so that these sectors may flourish and create employment opportunities for city residents. The City has finalised a council endorsed Industrial Land Study which:

• Specifies the industrial uses with growth potential in Johannesburg.

• Identifies competitive location for industrial uses to grow.

• Examines existing industrial areas and identify the highest and best uses for older industrial zones.

• Recommends policies, programmes, incentives and strategies required to resolving key issues in the supply of industrial land and in the development of older industrial zones.

The study uses four categories of industrial nodes to illustrate potential and priorities. These categories are: expansion of existing industrial nodes; regeneration of existing industrial nodes; change of zoning away from industrial and new industrial areas. Three of these categories apply to Region E and the implications are as follows: Expansion of existing industrial node/zoning: Nodes prioritised for sample assessments of potential expansion in Region E include the Commercia-Chloorkop-Modderfontein area and Linbro Business Park / Frankenwald. Commercia-Chloorkop-Modderfontein: situated on the northeastern edge of Johannesburg, is well located for industrial development because of access to both the N1 and N3, and the availability of large expanses of generally flat and developable land (much of which is being made available due to down-shifts in the production of explosives and ammonia in the area). The area is also proximate to Alexandra, Klipfontein View/Mayibuye and the Greater Ivory Park/Tembisa area as well as to higher-end executive housing areas in Sandton and industrial nodes in Ekurhuleni. The area ranks high for industrial expansion. There are existing development proposals for portions of the area (Isidleki). Individually, the existing industrial areas within this expansive area are poorly designed, under-utilised, and suffer from management issues. However, there may be excellent opportunities for improving conditions within the existing parks and creating linkages and expansion space between them for increasing long-term marketability. Whilst the Modderfontein conservation area is situated in the heart of this potential industrial zone, there are good examples of how to accommodate both uses simultaneously and harmoniously. The exact locations of these expansion opportunities would need to be defined based on land release & development plans, as well as further environmental, market and engineering analysis. Power capacity may be a serious constraint in this area, at least in the short-term. A comprehensive and strategic development plan is recommended for zoning and long-term industrial development in this area.

Linbro Park (Frankenwald): these areas are among the few large, well-planned, purpose-built industrial & business parks in Johannesburg. Even here, however, industrial buildings were established on relatively small sites, creating higher densities than would be found at many industrial parks overseas.


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Linbro is mostly built-out and there is high demand for space in the park, which has excellent access and exposure on the N3. There is a limited amount of land located nearby for potential expansion, such as to the south along the N3. However, there are significant opportunities across the highway on the north side of Marlboro Drive on the Wits property for further industrial development. This property provides not only excellent road access but also potential Gautrain commuter access at Marlboro, and could provide significant employment opportunities for residents of Alexandra. The area ranks high for industrial expansion.

Regeneration of existing industrial node: The Kew-Wynberg-Marlboro industrial area has been prioritised as an area of potential regeneration. ADEC has conducted a market analysis and developed a business plan for Marlboro South that indicated strong demand for expansion space among existing Wynberg businesses that could be partly captured in a redeveloped Marlboro Business Park. As in areas along the M2 Strip, Wynberg is congested and lacks sites for expansion. At the same time, it is well located to provide intensive employment opportunities for residents of nearby Alexandra and is proximate to Sandton’s middle income and executive housing. Major transport routes including the N1 and N3, as well as the new Gautrain station at Marlboro, are all located nearby. One serious deficiency, aside from the lack of expansion space, is the traffic congestion along Louis Botha. The area has heavy commercial land use along this main spine road because of the exposure provided by the road and the related historic development patterns. Negative perceptions of the adjoining industrial areas relate in part to the image of commercial uses along Louis Botha. There is a serious need for better integration with and redevelopment of portions of Alexandra to create attractive, safe, mixed-use (e.g., live-work) districts. Unlike most other existing industrial areas, Wynberg has immediate potential as an economic driver for a large, under-employed population. The opportunities relate not only to industrial employment but also entrepreneurship including contracting, service, and even manufacturing in support of industrial, commercial, and residential uses in the area. The ARP has explored this, but a much more aggressive effort is needed to create incubator programmes and units in this area, with the possibility for “graduation.” Most importantly, Wynberg provides one of the best possible and exciting opportunities as a spur for redevelopment and improvement of an adjacent low-income housing area. As such, Wynberg cannot be disassociated from Alexandra. The Kew/Wynberg/Marlboro Industrial Area Development Framework (2009) proposes creative ways to integrate the industrial, commercial and residential areas including the development of new residential and live/work precinct for Marlboro South and Alexandra residents. Furthermore, efforts to create further long-term expansion and new space for growth could be examined at the University of Witwatersrand land (see Linbro) nearby. Change of zoning away from industrial: Several nodes were prioritised throughout the city for examining the potential for a change away from industrial use. There are none identified in Region E. New industrial areas: The Modderfontein area has been addressed mainly as an expansion issue, since there are already several existing industrial nodes that could potentially be linked or otherwise expanded. However, due to recent developments in the explosives industry, large pockets of land have become available for development and the Modderfontein Contextual Framework (2009) proposes new industrial nodes in the Modderfontein land holding. The marketability of these areas is high because of a combination of factors including the N3/N1 accessibility, proximity to both executive and workforce housing, and adjacency to Ekurhuleni’s industrial areas. However, there may also be an equal number of physical constraints including wetlands, conservation land, and bulk service capacity (particularly power). Again, some of these constraints could be overcome in the long-term and there is a need to examine these constraints in more detail and determine the appropriate development strategy for the northeastern sector of the city.


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A sports node is defined as an international sports venue and associated development, that draws crowds of over 30 000 from outside the region, the province and from overseas and there is intense use of these facilities.

The specialist sports node in Region E is the Wanderers Cricket Ground. The Wanderers Cricket Ground Sports Node is defined in the Sub Area tables. Critical issues related to the sports node are:

• Ensuring adequate parking within the node.

• Ensuring adequate provision for public transport and improving mobility through the node during events.

• Enhancing pedestrian linkages through the node.

• Ensure safe and secure environment for patrons at the node.

3.1.4 Increased Densification of Strategic Locations The City seeks to promote strategic residential densification across the regions in order to promote a more compact and concentrated urban form. Strategic densification is promoted:

• In and around acknowledged and defined nodes – as per SDF classification and relevant Development Frameworks/Precinct Plans.

• Along transport routes, notably BRT and Gautrain feeder and distribution routes, Mobility Spines and Mobility Roads in support of public transport.

• Within areas of focussed public-sector investments (e.g. Alexandra, Klipfontein View and Mayibuye).

• In selected areas of strong private sector investment and economic activity as highlighted in the RSDFs.

Residential densification in Region E is promoted within nodes, along critical mobility routes, in relation to low-income housing initiatives and on consideration of site specifics of a given application. Densification must go hand in hand with the provision of housing solutions for low to middle income earners. Residential development must contribute to the development of a compact city. As discussed above the mixed-use nodes in Region E are identified as key areas for residential densification. Three nodes where significant residential densification will be supported are Marlboro Station (Alexandra), Rosebank and Sandton in support of the development of the Gautrain Stations at these locations. There is a number of Mobility Roads and Spines and Activity Streets in Region E, as detailed above, where increased residential density would be considered. Similarly, the future BRT route on Rivonia and Oxford Roads is eligible for increased densities in terms of the table. Other proposed Strategic Public Transport Network routes will not be eligible for the increased densities until such routes are in the planning and design phase. In Region E increased densities relating to subsidised housing will relate to the social housing developments planned as part of the Alexandra Renewal Project. The need for housing in Alexandra, given the overcrowding occurring in the marginalized township of Alexandra, is great. As such the Sub Areas identified for the promotion of residential densification in support of the Alexandra Renewal Project, other than at the existing nodes and mobility network, are:

• Sub Area 16 – Frankenwald/ Far East Bank.

• Sub Area 14 – Kelvin/ Marlboro Gardens.

• Sub Area 14 - Marlboro South.

• Sub Area 17 – Linbro Park.

• Sub Area 19 – AECI Modderfontein.

• Sub Area 22 – Lombardy East. A specific area identified for the promotion of residential densification in Region E is Sub Area 12, including the Morningside Area (Benmore Gardens, Edenburg (Rivonia), Morningside, Morningside A.H., Morningside Hills, Northern Acres, Sunset Acres). Densification is promoted due to its location between Rivonia and Sandton, and historical densification that has occurred within the Sub Area.


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It is also recognised that densification can have negative impacts and can destroy the amenity of residential areas in certain circumstances. In Region E the areas that are eligible for a base density of below 10 dwelling units per hectare are:

• Illovo, Illovo Extension 2, Inanda, Chislehurston, including Atholl Extension 4 and Extension 9 – 7 dwelling units per hectare (where applicable).

• Upper Houghton.

• Lower Houghton with a density of 8 dwelling units per hectare.

• Dunkeld at a density of 10du/ha with minimum erf size of 1250m2.

• Melrose, Melrose Estate and Birdhaven at a density of 8 dwelling units per hectare at a minimum erf size of 1250m2.

• Linksfield Ridge and Linksfield North For further information relating to strategic densification refer to the SDF.

3.1.5 Initiating and Implementing Corridor Development - North/South Development Corridor (NSDC) The development of corridors has been identified as a potential instrument to restructure the City into robust, efficient and well-connected urban areas as well as contributing to city wide economic growth and job creation. This can be achieved by unlocking inherent and under-utilised economic and social development potential with existing nodal development, road and rail infrastructure (current and proposed). The movement and nodal components highlighted in previous sections are most prominent and intense within the City’s identified corridors. Strengthening these corridors will also strengthen key economic centres to balance and share growth not only for the City but also across the province with neighbouring local authorities. The North South Development Corridor (NSDC) is one of two city corridor initiatives that have been developed to facilitate the social and economic restructuring of strategic sections of the City. It extends from Orange Farm, north via Lenasia and Soweto to the central anchor point of the CBD. From the CBD it continues north through Sandton to Midrand. It extends beyond the municipal boundaries to Sedibeng to the south and Tshwane to the north. Region E forms part of the central-north section of the NSDC, which is characterised by a high degree of investment and economic development and associated employment opportunities. Private transport dominates in this section and congestion is the main constraining mobility factor. The development of the corridor in Region E will aim at facilitating private investment through strategic public spending (Gautrain Stations at Rosebank and Sandton – see Section 5). Major movement lines that are incorporated in the NSDC include:

• The M1/N1 Highways.

• Oxford/Rivonia Road arterial.

• Louis Botha Avenue/Eastern Service Road/Pretoria Main Road.

• The Gautrain route.

• Jan Smuts Avenue. The opportunities focused upon in terms of the NSDC include:

• Utilising and upgrading existing infrastructure and amenities.

• Reinvestment and the identification and execution of development possibilities.

• Undertaking densification at strategic locations if services are available.

• Capitalising on redevelopment of Rosebank and Sandton as a result of the development of the Gautrain.

• The promotion of further economic growth and development.

• Support of the public transport emphasis of the Integrated Transport Plan.

3.1.6 Supporting Sustainable Environmental Management The Environmental Strategy promotes the effective management of the City’s environmental resources to develop a sustainable and quality living environment for all. Defined open spaces function as ecological, social and institutional structuring elements that contribute directly to the preservation of the City’s heritage.


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The guiding principles of the Integrated Environmental Management Framework apply to all land development within the City. The Johannesburg Metropolitan Open Space System (JMOSS) lays the foundation of an inter-connected and managed network of open spaces supporting interactions between social, economic and ecological activities, sustaining and enhancing both ecological processes and human settlements. The objectives of JMOSS are important considerations for spatial planning processes to ensure sustainable development. In Region E environmental management, more specifically the management and further development of open spaces, is an important issue given the quality environment enjoyed by much of the region. Moreover there are areas in the region such as Klipfontein View, Mayibuye and Alexandra where the quality of open space is generally poor and needs to be upgraded. As such, the development and maintenance of memorable open spaces, especially at key nodes and along key mobility roads, is critical. Similarly, the protection of existing ecological open spaces within the region, and the identification of potential ecological open space are also important. The environmental policy issues pertaining to development in watercourses, ridges and the provision and management of open space apply to Region E. Water Courses The following requirements apply:

• No development shall be permitted within the area, which is subject to flooding by 1:100 year flood line or within the riparian zone and a buffer area of 30 meters from the edge of the riparian zone. This is according to the CoJ Catchment Management Policy.

The higher order catchments within Region E flow in a northerly direction. They are characterised by a dentritic stream pattern and have relatively low flow capacities. Problems facing these streams include: littering, pollutants being released into the streams, invasion by exotic plant species, vagrancy and flooding following thunderstorms caused by stormwater run-off. The main streams in the region are the Jukskei River, Sand Spruit, Braamfontein Spruit and Klein Jukskei. The Klein Jukskei catchment, which flows through Sub Area 1, has been identified as an area to be proclaimed as an ecological open space. Wetlands are also an integral part of the ecological network and a preliminary study has been undertaken to identify wetlands in the City. Wetlands are indicated on the JMOSS plan for information purposes, to ensure that developments take it into consideration after delineation studies have been undertaken for confirmation. The Farm Waterval in Region E is affected by a wetland that must be considered in the development of the site. The conservation of the wetlands along the Modderfontein Spruit must be prioritised as they provide habitat to many sensitive floral and faunal species. In particular, natural untransformed grassland at Waterval and the area immediately north of Buccleuch is highlighted as worthy of conservation (Environomics, 2006). Ridges Development on ridges should not be allowed, and if considered should be subject to conditions (i.e. ecological audit or an environmental impact study). Furthermore, a 200-metre buffer should be reserved between the foot of the ridge and the proposed development. The majority of ridges in Region E have been partially or fully developed. There are however key ridges in Region E that warrant specific protection. These are:

� Houghton Ridge (Sub Area 25). � Norscott Koppie (Sub Area 1). � Rietfontein Ridge (Sub Area 2). � Linksfield Ridge (Sub Area 27). � Harvey Ridge (Sub Area 27).


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Johannesburg Open Space Framework As densities increase, the need to preserve and manage the finite open spaces is increasingly important. In Region E, this is an important consideration, because of rapid development and existing backlogs of open spaces. The City has completed its Open Space Framework, which provides a policy framework for open spaces in the City linked to a GIS support tool. Development guidelines related to open spaces are contained within the Open Space Framework document and the SDF and developments must address these aspects in the conceptualisation, design and construction phases. The above-mentioned framework mentions three types of networks for consideration with the RSDF, which include Ecological Network, Social Open Space Network, and Open Space Network. In terms of the Open Space Network, Region E has specific proposals, which relate to policy statements in the Open Space Framework. These statement relate to the following proposals as contained in the above-mentioned document:

• Green Network and Protective Natural Area

• Extensive Land Uses

• Economic Nodes

• Industrial

• Rural Residential

• Residential Expansion

• Potential Planning Conflict Area

• Sufficient Open Space

• Shortage of Open Space

• Freeways

• Densification Corridors Environmental Management Frameworks The City’s Department of Environment has developed an Environmental Management Framework (EMF) for Kyalami and Modderfontein. The framework identifies sensitive environmental areas and prescribes parameters for the development of the areas concerned. Details of the EMF are captured in Section 4 (in the relevant Sub Areas) and in Section 3 in relation to the Development of the Farms Modderfontein, Bergvalei and Waterval. Future development must support the protection and enhancement of environmentally sensitive areas identified in terms of this process. It must also provide for public/private open spaces.


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Plan 8a: Johannesburg Metropolitan Open Space System


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Plan 8b: Main Witwatersrand Ridge Policy


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Plan No 8c: Farms Modderfontein / Bergvalei / Waterval


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3.1.7 Facilitating Sustainable Housing Environments in Appropriate Locations The Housing Strategy aims to facilitate to most fundamental change in the City by promoting the provision of sustainable housing environments housing within close proximity to economic opportunities and social amenities. Appropriate housing typologies meeting a range of needs throughout the City are a pre-requisite to a City that is accessible, efficient and sustainable. Beyond the provision of accommodation, new housing delivery must address the provision of adequate social and economic amenities to ensure the concept of sustainable housing environments. The City’s Housing programmes form the basis of the City’s delivery targets of developing 100 000 units by 2011. These units must be made available to include a range of tenure options and typologies. The Housing programmes include the formalisation of informal settlements; rejuvenation of the CBD and other nodes and hostel redevelopment. In Region E the Housing programme has a dedicated delivery vehicle in the form of the Alexander Renewal Programme. In Region E the greatest need and the greatest disparities between the wealthy and the poor are located in the east of the region. The greatest areas of need in the region are Alexandra, Klipfontein View and Mayibuye. Initiatives to facilitate sustainable housing environments in the region that cater for a range of economic needs and provide housing for the poor are undertaken by a range of government entities including the Alexandra Renewal Project, the Provincial Department of Housing and the City of Johannesburg. To date the Alexandra Renewal Programme has undertaken a number of projects within and around Alexandra that have sought to provide low income housing in an effort to de-densify this residential area and remove existing informal settlements. The Project forms the locus around which initiatives to facilitate sustainable housing environments in the region are coordinated. Current projects that are proposed or in the process of planning or construction are as follows:

• Construct 3500 Social Housing Units on the Farm Bergvalei (Buccleuch Extension 2) better known as the Frankenwald land. Apply densities of up to 200du/ha.

• Remove informal settlements at Sejwetla and along the Jukskei Tributaries within Alexandra.

• Develop subsidy housing and affordable rental stock in Far East Bank Extensions 9 and 10; in River Park; on Erven 45 and 46 Far East Bank; and Marlboro Gardens.

• Proclamation of the townships that make up Alexandra.

• A range of housing typologies to be built within the Marlboro station node.

• 80du/ha on Erven 40 and 232 Marlboro Gardens Extension 1.

• Social housing on government land adjacent to the Kelvin Sport Club at 120du/ha.

• Low-income residential development with associated social facilities within Marlboro South.

• West Lake Social Housing Project.

• A mixed town to be located at Highlands on Allandale that will cater for a range of housing options from subsidy and social housing through to bonded housing.

• Social housing and low-income development to be developed within Lombardy East.

• A mix of typologies to be constructed on the Farm Rietfontein.

• Construction of Rental stock on the Farm Rietfontein to support a range of income earners.

• Provide housing opportunities within Linbro Park and Modderfontein Agricultural Holdings

3.2. PROMOTING INNOVATIVE GOVERNANCE SOLUTIONS

In order to contribute to achieving this principle of the Growth and Development Strategy through the spatial restructuring of Region E there are a number of processes and relationships that need to be strengthened and defined. These are:

• Build relationship with City Improvement Districts to ensure the creation of strong viable nodes in the region, particular with the City Improvement Districts in Rosebank and Sandton where the Gautrain Stations are being developed.

• The relationship between the City, the Province, National Government and the Alexandra Renewal Programme in order to ensure that the programme achieves the aims and objectives that it was mandated to implement.

• Strengthening the relationship between the City and Ekurhuleni Metropolitan Municipality concerning the following issues:

o The Gautrain initiative. o Demarcation issues.


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o Ivory Park / Tembisa interface and development rationale by the respective Metros. o Environmental management. o Development of Modderfontein. o Development in and around Bruma Node. o The eastwards extension of the Bus Rapid Transit route from Bruma into Ekurhuleni.

• Building relationships with developers on the Farms Waterval, Frankenwald and Modderfontein to ensure the sustainable development of these greenfield sites.

3.3 APPROVED PRECINCT PLANS/DEVELOPMENT FRAMEWORKS APPLICABLE TO REGION E

The following section provides a summary of approved precinct plans and development frameworks and introduces proposed frameworks. For further details regarding these Precinct Plans and Development Frameworks refer to the original Precinct Plan documents, and to the Sub Area Management Tables in Section 4 of the RSDF.

3.3.1. The Greater Sloane Street Precinct Plan (2003) This Precinct Plan relates to the large emerging node located on William Nicol Drive and Main Road in Bryanston. The plan provides guidance for the further orderly growth of this node. The Greater Sloane Precinct Plan was approved in 2003 and is a document made up from an amalgamation of various precinct plans and of existing development rights at the time. This plan did not assume precise time scales to its implementation, but allowed for flexibility in terms of criteria for developments. These criteria included:

• Approval of a traffic impact study by JRA and the Department of Transportation.

• Infrastructure capacities to be determined by relevant MOEs.

• A presumption in favour of public transport facilities and pedestrian access.

• Roads upgrading to be determined by JRA and the Department of Transportation.

• No further direct access to be permitted off Main Road. The Directorate: Development Planning and Facilitation has revised some of the Precinct Plan proposals, with specific regard to the land use intensities to support the role of the node as a regional node. The criteria as stated above and other conditions of the original 2003 precinct plan still remain in place. The following land use guidelines apply to the precinct and the three identifiable areas within the node (a core area and east and west of William Nicol Drive): Nodal Core: Defined by William Nicol Drive, Main Road and the N1. Development controls:

Use Zone(s): Offices, including subservient and related showrooms, places or refreshment, places of instruction, private open space, residential purposes, recreational purposes and such other purposes as the Local Authority may approve.

• Retail uses shall be limited to the area defined by Sloane Street, Main Road, Bryanston Drive and William Nicol Drive.

• The height of buildings shall not exceed seven (7) storeys.

• The coverage shall not exceed 70%, including basements.

• The floor area ratio shall not exceed 0,6 and this may be increased to a maximum of 1,0 where infrastructure and services permit depending on the merit of applications.

• A site development plan shall be submitted and approved by the Local Authority prior the submission of buildings plans.

• The erven shall be extensively landscaped and maintained to the satisfaction of the Local Authority.

• Ingress and egress shall be to the satisfaction of the Local Authority. The western edge of the precinct is defined by the N1 highway, William Nicol Drive, Grosvenor Road Berkeley Avenue, Bryanston Drive, Pytchley Road, Sloane Street and the north south line formed by the western boundary of Douglasdale Ext. 4.


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The following development controls are applicable to the section formed by Sloane Street to the north, William Nicol Drive to the east, Grosvenor to the South, Berkeley to the west, Bryanston Drive to the northwest and Pytchley Road to the West.

Use Zone(s): Offices, places of refreshment, showrooms (only along William Nicol Drive), places of instruction, private open space and such other purposes as the Local Authority may approve. Erf 4188 Bryanston shall remain “Educational”

• Non-residential uses shall be limited to the eastern extent along William Nicol Drive.

• Only residential land uses shall be permitted on erven on the western side, defined by Anslow Lane, Bryanston Drive and Berkeley Avenue.

• The height of buildings shall be limited to three (3) storeys only.

• The floor area ratio shall not exceed 0,6.



• Ingress and egress shall be to the satisfaction of the Local Authority. The N1 highway to the north and Grosvenor Road defines the eastern edge of the precinct. It consists of the first row of erven to the east of Main Road.

Use Zone(s): Offices, residential uses, places of instruction, private open space and such other purposes as the Local Authority may approve. Erven 4559, 4602 and 4974 Bryanston shall remain “Educational”.

• Non-residential uses shall be limited to the first row of erven along the eastern side of Main Road.

• Only residential land uses shall be permitted on erven on the eastern side of the first row of erven along the eastern side of Main Road.

• The height of buildings shall be limited to three (3) storeys only.

• The floor area ratio shall not exceed 0,6.



• Ingress and egress shall be to the satisfaction of the Local Authority.

3.3.2 Upper Houghton Neighbourhood Development Framework (2005) The Upper Houghton Neighbourhood Development Framework (Paul Hanger Plan of 1997) has been revised and is known as the Addendum to the Upper Houghton Neighbourhood Development Framework (2005 – Helga Schneider and Associates). The Upper Houghton study area is defined to the north by, Lower Houghton Drive and the portion of Louis Botha Avenue to the east of its intersection with Lower Houghton Drive, to the south by Louis Botha Avenue and St Peter Road, to the east by Osborne Road, and to the west by Houghton Drive. The aim of the Development Framework is to protect the architectural heritage, the existing open spaces and existing built environment. Only a small portion of the study area falls within Region E.

3.3.3 Melrose/Waverley Node Precinct Plan (2004) The Melrose Arch development was approved in 1995, as part of a bigger “Melrose Node”. The Melrose Node was thus, at that time, identified as extending slightly beyond the boundaries of Melrose Arch to include areas that had great potential for redevelopment. The Melrose Node is:

• Bounded in the west by the row of erven fronting onto the western edge of Atholl-Oaklands Road.

• Bounded in the north by the park strip that runs along Lymington Road in Winston Ridge.


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• Bounded in the east by the row of erven fronting onto Scott Street in Waverley Township.

• Bounded in the south by Willowbrook Close and the parkland generally known as “James and Ethel Gray Park” / “The Bird Sanctuary”.

The interventions and guidelines contained within the RSDF require review/amendment so as to take cognisance of the non-residential land uses that falls outside the Melrose Arch development, but within the greater Melrose Node. This review will be undertaken in the 2010/2011 cycle of the RSDF.

3.3.4 Precinct Plan: Illovo, Illovo Extension 2, Inanda, Inanda and Part of Atholl, including Atholl Extension 4 and Extension 9 (2006) Rivonia Road defines the study area on its western boundary, to the north by Wierda Valley, to the east by a north-south network of roads that that include Cross Avenue and Pretoria Avenue (at its intersection with Forrest Road, Atholl). To the south the Fairway Primary School borders the precinct. This precinct will be known forthwith in the RSDF as the Illovo/Inanda Precinct Plan. It relates to the residential precinct between the Sandton Business Node, Illovo Boulevard Precinct, The Wanderers Golf Course, and the residential area of Atholl with Melrose Arch located to the east of the precinct. The plan provides for low residential densities in the suburb concerned, so as to protect the area concerned from surrounding development.

3.3.5 Atholl Area Precinct Plan (2007) The study area consists of Atholl, Atholl Extensions 1, 3-7, 11, 13, 19-21, Atholl Gardens, Athollhurst, Athollhurst Extension 1, Birnam, Dennehof, Elton Hill, Elton Hill Extensions 1-5, Illovo Extension 1, Kentview, Sandown, Sandown Extensions 3 and 12, Wierda Valley and Winston Ridge. The Precinct Plan relates to the residential area between the Sandton Node and the Melrose Arch Node. A north-south line from the Fairway Primary School on Corlett Drive to Katherine Street defines the area on the west, to the north by Katherine Street, the Sand Spruit to the east and Corlett Drive to the south. The Precinct Plan aims to promote the attainment of a vision for the area and to understand and influence the City of Johannesburg’s spatial strategies in ensuring that development and the City’s strategies do not have a detrimental effect on the character and appeal of the area. The proposals contained in the plan are in keeping with the City’s directives as outlined in the SDF. The plan promotes residential densification in terms of the spatial development strategies of:

• Supporting an efficient movement system, by promoting high densities along major routes.

• Ensuring strong viable nodes, by promoting high densities around the Atholl Square neighbourhood node for instance.

• Strategic densification, by promoting appropriate densities and densification. The predominant land use in the area is residential and, through this plan, will remain residential. There are three main density zones. The first is the high-density 50-80 dwelling units per hectare zone. This zone abuts the various nodes, including Sandton and Melrose Arch. The second is the 30 dwelling units per hectare zone, which abuts the latter zone. This zone serves as a transition between the high residential densities abutting the nodes with the core residential zone where a density of 10 dwelling units per hectare is encouraged.

3.3.6 Oaklands Precinct Plan (2008) Houghton Estate to the west, Norwood to the south, Orchards to the east, Highlands North Extension 1 border the Oaklands area to the northeast, and Abbotsford to the North. At a more boarder scale it is situated between the Rosebank Node to the far west and Balfour Park to the east. The study area’s western boundary is Beaumont Street/Kruger Street/ Athol Oaklands Road which links the area with the M1 motorway and Melrose Arch. Park Street is an important north-south route traversing the precinct from Norwood and links it with Athol Oaklands Road. The proposals contained in the plan are in keeping with the policy directives of the SDF. The plan promotes residential densification of 30-50 dwelling units per hectare along Pretoria Street, which is a Mobility Road, and


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residential densification of 70 dwelling units per hectare together with other non-residential land uses within the Oaklands Node. The proposed residential density for the majority of the area is 10 dwelling units per hectare, which is the prescribed base density for the City. Furthermore the plan makes allowance for the protection of open spaces within the Oaklands area.

3.3.7 Saxonwold and Parkwood Precinct Plan (2007) The purpose of this plan is to further detail the spatial strategies of the city applicable to the Saxonwold and Parkwood area. The precinct is located North of the Johannesburg Central Business District and south of the Rosebank Node. It is bordered by Oxford Road to the east, the Killarney Node to the southeast, Parktown to the south, Forest Town to the southwest and Zoo Lake to the east. Jan Smuts Avenue traverses the precinct and links the area to Rosebank, the Dunkeld / Hyde Park Node, the Randburg Node, the Greater Sloane Node and Fourways. Oxford Road links the precinct to Illovo, Sandton Node and the Rivonia Node to the north. The purpose of the Precinct Plan is to:

� Provide a range of new residential typologies to ensure a greater scope of affordability and personal preference.

� Locate the majority of new residential accommodation in close proximity to public and private transport routes, shopping nodes, parks, schools and employment.

� Restrict further business development by only allowing renewal on existing business-zoned sites. � Define office use areas.

The plan provides for the bulk of the precinct to be developed at the base residential density with pockets of high-density development at strategic location as envisaged in the RSDF. For instance, the plan promotes residential densification within walking distance from Jan Smuts Avenue, Oxford Road, the Chester/Bolton/Glenhove link, the Rosebank Regional Node and Station, Zoo Lake, Fearnhead Park and educational facilities. In respect to office uses, the plan promotes offices along certain mobility routes, like Bolton Road and part of Jan Smuts Avenue, but limits this land use to existing development rights.

3.3.8 Observatory Precinct Plan (2007) The study area falls within Administrative Regions E and F. Observatory Extension is located in the southern portion of Administrative Region E, in close proximity to the Bruma / Eastgate Shopping Centre, Yeoville and Hillbrow. It is a well-established residential neighbourhood with a range of facilities including six schools, sports facilities and medical centres. The plan was developed to enhance the character of the residential area by limiting residential densification, and only permitting densification in strategic locations, i.e., public transport routes, educational facilities and open spaces. Also, the plan identifies and protects ecologically sensitive areas, in particular, the Observatory Ridge and the Linksfield Ridge, by prohibiting residential densification close to sensitive open spaces. The predominant land use envisaged in terms of the plan is low-density residential use, with a few pockets of high density residential around the educational facilities, public open spaces (parks) and mobility routes.

3.3.9 The Alexandra Development Framework (2002) The Alexandra Renewal Project is a presidential urban renewal project that aims to significantly uplift the social, economic and living conditions of the people of Greater Alexandra. A budget of R1.3 billion is available for the project. The project will run over seven years and aims to achieve the following outcomes:

• Substantially reducing unemployment levels.

• Creating a healthy and clean living environment.

• Reducing the levels of crime and violence.


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• Providing services at an affordable and sustainable level.

• Upgrading housing environments and creating new affordable housing opportunities.

• Re-settlement to well located land. The Alexandra Development Framework (2002) is a physical plan. The purpose of the plan is to guide the redevelopment process, including:

• Decisions on the direction and management of physical growth.

• Decisions on where and how to spend public funds that have been allocated to the project.

• Decisions on how to upgrade the natural and the built environment.

3.3.10 President Park, Austin View and Glen Austin Development Framework (1997) The framework area is defined by Allandale Road to the southwest, the K101 (Old Johannesburg Road) to the northwest, Dale Road to the north, Boshoff Road along the study area’s common boundary with the Eskom Development and Kaalfontein, Republic Road to its south and Modderfontein Road to the east. The area consist of mainly agricultural holdings that measure approximately two (2) ha with subdivisions of down to one (1) ha and 8 565 m

2.

This Development Framework guides the development of the agricultural holdings on the northeastern extremity of Region E and the interface with the Midrand node. The framework seeks to retain the existing agricultural holdings while taking into consideration the interface with Midrand node and Allandale Road. In light of recent developments, including the development of a Gautrain Station in the Midrand node and ensuing Urban Development Framework, the findings of the Northern Areas Framework, and the approval of the Modderfontein Contextual framework (2009) the framework is seen as outdated and no longer responding to the development pressures and opportunities facing the area. It is the view of the Department of Development Planning and Urban Management that development in the framework area ought to occur on the fringes of the precinct with the core remaining rural residential in character. The most pertinent issue that the framework fails to address is the segregation of the Klipfontein View and Mayibuye areas from the rest of the precinct, and the need to facilitate the integration of these areas. The vision of the precinct is thus revised to “creating a distinctive, integrated community through supporting infrastructure investment and economic development so as to support the objectives of sustainable human settlements”. Detailed interventions with minor revisions to the existing Development Framework are provided under Sub Area 4 in Section 4. The proposals are based on the following principles:

• Adequate infrastructure provision and management in order to facilitate development within the precinct.

• Land use and transport integration to realise the objective of an integrated urban form.

• Pedestrian friendly thoroughfares to expand the choice of transportation modes.

• A quality urban environment to create a distinctive identity for the area whilst integrating the area with its surroundings.

3.3.11 Rosebank Urban Development Framework (2008) The Rosebank Urban Development Framework (RUDF) was a response to public investment in public transportation infrastructure - construction of the Gautrain Station and the Bus Rapid Transit Stations in Rosebank node - that was initiated due to severe traffic congestion caused by private vehicles. The objectives of the RUDF include:

• Developing a more compact urban form that promotes: o Residential and employment opportunities in close proximity to, or integrated with, each

other. o A diverse combination of land uses, also at the level of individual erven. o Densification and integration.

• Optimising the use of existing infrastructure, including bulk infrastructure, roads, transportation and social facilities.


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• Supporting and prioritising the development of viable and sustainable public transportation systems to provide access to opportunities.

• Ensuring viable communities with convenient access to economic opportunities, infrastructure and social services.

• Promoting and supporting sound urban management practices.

• Defining a nodal boundary for Rosebank. Key issues assessed within the RUDF include:

• The level of movement of all modes of transport.

• The current mix of land uses and housing typologies and choices.

• Accessibility.

• Level of infrastructure and facilities provision.

• Level of management of services.

• Legibility.

• Level of community. The following principles will guide the future development of Rosebank:

• Compact, pedestrian-friendly neighbourhoods. Routes should be convenient, comfortable, direct and safe, both to and from all transit stations, to promote the use of transit and encourage walking and cycling.

• Distinctive and attractive communities built around the location of the station with required facilities including open space. The station gives rise to a unique environment, which provides a community portal to vibrant mixed- use areas and activities. Use existing features in the area, such as vegetation, to maintain character.

• Transit supportive land uses. Locate uses close to the node to support socio-economic growth.

• Mixed-use activities, both vertically and horizontally within a citywide transport network, emphasising local pedestrian movement. This area should deliver increased services and employment opportunities and offer more choices for housing within walking distance of each other. Retail activities placed alongside these areas promote further ground floor activity and enhance the image of the neighbourhood.

• Increased densification and a range of housing options. This will increase transit patronage within walking distance of the station and cater for people of different income levels at different life stages while maintaining a high quality of design.

• Reduce dependency on private cars and manage parking. Provide a variety of well-managed, integrated transport choices: parking, bus, taxi, car, rail, bicycles and pedestrian facilities.

• Adequate service provision and management.

• Engagement and communication.

In order to define the objective and principles in greater detail, the RUDF sets specific standards relating to the way the aspects of the urban fabric will be treated in future:

• Parking. Reduce appropriately for most activities in new construction, additions, alterations and changes of use. The moderate density residential character of Rosebank calls for the provisions of intensive pedestrian-orientated streets. Where possible, streets will provide on-street parking to promote traffic calming in pedestrian environments. The on-street parking can be accommodated on the class 4/5 roads and possibly on class 3. Parking can also be accommodated within the private properties, in basements etc.

• Signage and legibility. All signage to form part of an integrated design so that legibility within the precinct is improved and the character of the area are established. It is important that the signage in Rosebank be designed to enhance the established identity of the suburb.

• Urban Management. Standards and levels of service provision ought to be agreed upon.


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• Standards for residential uses. Standards for residential development within Rosebank UDF Boundary are guided by height, density, coverage, building lines, parking specifications as well as design principles captured in the Management Tables in Part 6 of the RUDF document.

• Standards for non-residential. Standards for non-residential development within the Rosebank UDF boundary are guided by height, coverage, building lines, parking specifications as well as design principles captured in the Management Tables in Part 6 of the RUDF document.

• Standards for public space. A further 5 % of the land in the RUDF boundary area needs to be put aside for public open space. The UDF provides an indication as to the future community facility needed if the area is to be developed to its full potential. All new developments must make provision for private open space and landscaping associated herewith. Standards for landscaping are captured in the Management Tables in Part 6 of the RUDF document.

• Design for pedestrians. Design for pedestrian walkways, sidewalks and their interface with roads and the surrounding built environment must prioritise pedestrian safety, comfort and convenience. Wide paths for pedestrians are a non-negotiable. Design guidelines for pedestrian walkways are provided in Part 6 of the RUDF document.

These principles and standards guide the detailed interventions defined in the Implementation Section (Section 6) of the RUDF. The Implementation Section furthermore provides detailed guidelines for specific management districts within the defined Rosebank nodal area and will be used by the City in assessing development applications that fall within the defined area. The RUDF provides for:

• Intense mixed-use development (10-20 storeys in height) on the interface with the Gautrain and the Bus Rapid Transit Station on Oxford.

• Intense mixed-use development (6-10 storeys in height) in the box defined by Jan Smuts, Jellicoe, Oxford and Bolton Roads.

• Areas for predominantly high-density residential uses.

• Low intensity mixed-use development adjacent to Oxford Road.

• A potential activity street on Tyrwhitt.

• Low-density residential development on the periphery of the Rosebank node. The RUDF is a guideline document; it is not a blue print plan for the development of Rosebank. A level of flexibility will be permitted. The extent of that flexibility will be determined by Council and will be assessed in terms of the guiding objectives, principles and standards.

3.3.12 Sandton Urban Development Framework (2008) The Sandton Urban Development Framework (SUDF) was a response to public investment in public transportation infrastructure - construction of the Gautrain Station in Rivonia Road and the Bus Rapid Transit Stations in Sandton node - that was initiated due to severe traffic congestion caused by private vehicle use. As such the objectives and issues mirror those of the Rosebank Urban Development Framework:

• Developing a more compact urban form that promotes:

o Residential and employment opportunities in close proximity to, or integrated with, each other.

o A diverse combination of land uses, also at the level of individual erven.

o Densification and integration.

o Optimising the use of existing infrastructure, including bulk infrastructure, roads, transportation and social facilities.

• Supporting and prioritising the development of viable and sustainable public transportation systems to provide access to opportunities.


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• Ensuring viable communities with convenient access to economic opportunities, infrastructure and social services.

• Promoting and supporting sound urban management practices.

Some of the key issues that will therefore have to be assessed, where possible, in order to evaluate the current state of the Sandton node include:

• The level of movement of all modes of transport.

• The current mix of land uses and housing typologies and choices.

• Accessibility.

• Level of infrastructure and facilities provision.

• Level of management of services.

• Legibility.

• Level of community.

The following principles will guide the future development of Sandton:

• Compact, pedestrian-friendly neighbourhoods. Routes should be convenient, comfortable, direct and safe, both to and from all transit stations to promote the use of transit and encourage walking and cycling.

• Distinctive and attractive communities built around the location of the station with required facilities including open space. The station gives rise to a unique environment, which provides a community portal to vibrant mixed-use areas and activities. Use existing features in the area, such as vegetation, to maintain character.


• Mixed-use activities, both vertically and horizontally within a citywide transport network, emphasising local pedestrian movement. This area should deliver increased services and employment opportunities and offer more choices for housing within walking distance of each other. Retail activities placed alongside these areas promote further ground- floor activity and enhance the image of the neighbourhood.





In order to define the objective and principles in greater detail, the SUDF sets specific standards relating to the way the aspects of the urban fabric will be treated in future:

• Parking. Where possible, streets will provide on-street parking to promote traffic calming in pedestrian environments. The on-street parking can be accommodated on the class 4/5 roads. Parking can also be accommodated within the private properties, in basements etc.


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• Signage and legibility. All signage to form part of an integrated design so that legibility within the precinct is improved and the character of the area are established. It is important that the signage in Sandton be designed to enhance the established identity of the suburb.


• Standards for residential uses. The size, relationship of units to correspond to the overall envelope and codes in the SUDF document as well as zoning requirements. To be implemented in all new developments. Densification to occur within fixed limits to be dealt with in individual design codes.

• Design for pedestrians. Street and sidewalk design with priority for pedestrian safety, comfort and convenience for which wide sidewalks and amenities are provided. Landscaping and urban elements are important in establishing the street character. Incorporating raised intersections, adequate night lighting and active fronts for eyes on the street prioritises pedestrian safety.

The SUDF makes provision for:

• A high intensity mixed-use development management zone in the vicinity of the Gautrain.

• A less intense zone surrounding this central high intensity zone where 10-15 storeys will be permitted.

• A third band of even less intense development where building of 5- 10 storeys will be permitted.

Details for specific areas are provided in the implementation tables.

The SUDF is a guideline document; it is not a blue print plan for the development of Sandton. A level of flexibility will be permitted. The extent of that flexibility will be determined by Council and will be assessed in terms of the guiding objectives, principles and standards.

3.3.13 Marlboro Urban Development Framework (2008) The Marlboro Urban Development Framework (MUDF) was a response to public investment in public transportation infrastructure - construction of the Gautrain Station in Marlboro - that was initiated to guide future development in Marlboro. The objectives of the MUDF are to:

• Incorporate lower income housing typologies into a broader urban fabric, through the provision of various housing typologies within and around the Marlboro station node.

• Create a node that will become a 24-hour destination.

• Encourage development of high density residential developments.

• Upgrade existing social facilities in order to cater for the planned development intensification and residential densification.

• Protect the open space along the Jukskei River in order to ensure that development occurs in a manner which takes cognisance of environmentally sensitive areas.

• Develop sustainable human settlements that promote social integration and social mobility, balanced and shared growth, while conserving environmentally sensitive areas.

• Promote the establishment of business and employment opportunities within the node. The anticipated outcomes of the implementation of the MUDF include:

• Meeting public sector policy outcomes.

• Ensuring integrated and sustainable development.

• Protecting and enhancing land values.

• Providing certainty.

• Improvements in pedestrian and vehicle movement.

• Promoting the development of a compact and pedestrian friendly environment.

• Identifying opportunities for enabling people to escape poverty.


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The following principles will guide the future development of the Marlboro station node:

• Compact, pedestrian-friendly neighbourhoods. Routes should be convenient, comfortable, direct and safe, both to and from all transit stations, to promote the use of transit and encourage walking and cycling.

• Distinctive and attractive communities built around the location of the station with required facilities including open space. The station gives rise to a unique environment, which provides a community portal to vibrant mixed - use areas and activities. Use existing features in the area, such as vegetation, to maintain character.


• Mixed-use activities, both vertically and horizontally within a citywide transport network, emphasising local pedestrian movement. This area should deliver increased services and employment opportunities and offer more choices for housing within walking distance of each other. Retail activities placed alongside these areas promote further ground floor activity and enhance the image of the neighbourhood.





In order to define the objective and principles in greater detail, the MUDF sets specific standards relating to the way the aspects of the urban fabric will be treated in future:

• Parking. The focus has been largely put on the provision of intensive pedestrian-orientated streets. Where possible, streets will provide on-street parking to promote traffic calming in pedestrian environments. The on-street parking can be accommodated on the class 4/5 roads and possibly on class 3 (specifically in Part 6). Parking can also be accommodated with the private properties, in basements etc.

• Signage and legibility. All signage to form part of an integrated design so that legibility within the precinct is improved and the character of the area is established. It is important that the signage be designed to enhance the established identity of the suburb.


• Standards for non-residential. Standards for non-residential development within the Marlboro UDF boundary are guided by height, coverage, building lines, parking specifications as well as design principles captured in the Management Tables in Part 6 of the UDF document.

• Standards for public space. Marlboro UDF provides an indication of the availability and necessary provisions for open spaces if the area is to be developed to its full potential. All new developments must make provision for private open space and landscaping associated herewith. Some standards for landscaping are captured in the development Management Tables.

• Design for pedestrians. Design for pedestrian walkways, sidewalks and their interface with roads and the surrounding built environment must prioritise pedestrian safety, comfort and convenience. The provision of wide pedestrian pathways is non-negotiable. Design guidelines for pedestrian walkways are provided in Part 6 of the MUDF document.

These principles and standards guide the detailed interventions defined in the Implementation Section (Section 6) of the UDF document. Furthermore, more detailed guidelines for specific interventions and further detailed investigation with regard to the urban design guidelines is necessary. The development framework aims to


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incorporate the Marlboro station area with the existing urban form, as a large part of the proposed development is Greenfield development. The spatial structuring concept of the MUDF aims to provide a robust urban structure based on the following elements in order to create a unique sense of place for the station precinct:

• A Station precinct and the station building

• A pedestrian bridge link

• Modal transfer facility

• A boulevard

• Greenbelt

• Gateway parks The MUDF provides for:

• Intense mixed-use development (maximum height of 5 storeys) in and around the station precinct and along the boulevard.

• A vertical mix of land uses is promoted in the station precinct and along the boulevard, with a specific emphasis on retail on the ground floor and offices and residential land uses above.

• Residential densities can be as high as 300du/ha depending on the locality and design of developments.

• Frankenwald will also accommodate social housing in terms of the existing agreement with the Alexandra Renewal Programme (ARP).

• Areas for predominantly high-density residential uses, with retail on the ground floor. The MUDF is a guideline document; it is not a blue print plan for the development of Marlboro. A level of flexibility will be permitted. The extent of that flexibility will be determined by Council and will be assessed in terms of the guiding objectives, principles and standards.

3.3.14 Development Framework: Linbro Park (2008) The Development Framework: Linbro Park (2008) was executed under the auspices of the Provincial Department of Housing and the Alexandra Renewal Project. The project was undertaken to plan and facilitate the development of land for the de-densification of Alexandra in Linbro Park. The Framework’s spatial objectives are to:

• Ensure the long-term sustainability of the area and its surrounds.

• Ensure that local and regional (city wide) development needs and objectives are met.

• Integrate existing development plans and proposals affecting the key identified areas, including the relevant Department of Housing Strategic Plan 2004/5, Municipal IDP, SDF, Municipal Housing Development Plan and municipal housing strategies.

• Assess the study area within it local and regional context to determine compatibility and integration considerations.

• Identify and quantify economic opportunities.

• Provide a detailed housing inventory for the delivery of housing in terms of the various housing programmes.

• Address future expansion of housing.

• Co-ordinate housing provision with the provision of engineering services through Municipal Infrastructure Grants as well as community facilities and social services.

The proposed plan caters for the existing Alexandra housing backlog of 11 000 units, and the future needs of Alexandra. The plan acts as the guideline against which the City will assess future development applications. The JRA has completed a Road Network Masterplan for the area in 2009. In view of the additional information available, certain proposals contained in the Linbro Park Development Framework will be reassessed and the merits of changes will be considered during the evaluation process of applications. The objectives of the Linbro Park Development Framework must however not be compromised. There is current a process underway to refine the urban design principles and implementation framework The Plan makes provision for future medium to high residential development, with supporting community, retail and commercial uses. It ensures that Modderfontein and Linbro Park are not isolated from the proposed urban fabric by providing through movement across the current agricultural holdings.


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3.3.15 Parktown Sunninghill BRT Land Use and Design Guidelines (2007) The Parktown Sunninghill BRT Land Use and Design Guidelines were undertaken by the Directorate: Development Planning in response to the proposed development of a high-quality bus-based transit system (the BRT) through the provision of right-of way infrastructure on Oxford and Rivonia Road between Parktown and Sunninghill. The guidelines promote higher land use densities, improved pedestrian access, and a greater vertical and horizontal mix of land uses at BRT stations, and in a 400m walking distance from Rivonia Road. The Guidelines do not promote a blanket density along the BRT but consider existing urban form promoting different density and use zones. The guidelines seek to encourage a vertical and horizontal integration of uses. The guidelines also provide for density incentives in order to encourage developers to maximise their investment while providing facilities (Crèches, schools, clinics day-hospitals, community hall, library, post office, police station or emergency service centre) or/and groups (low/middle income earners/first time buyers) or/and improved linkage to the BRT route (Pedestrian facilities/ parking/vehicle access). Details on the application of the guidelines to the Sub Areas are provided in section 4. Greater detail on making use of the density incentives is available from the full Guidelines document.

3.3.16 Farm Modderfontein Contextual Framework (2009) The Modderfontein Development Framework – Volume 1: Overall Contextual Framework provides a guide as to

how Modderfontein should be developed. It consists of:

• Proposed land uses for the whole landholding.

• A proposed network of mobility roads and spines, walkways and cycle paths and identifies possible

public transport routes.

• Proposals for a privately built Gautrain Station on the Modderfontein property.

• The development of a mixed-use regional/ metropolitan node to support this proposed Gautrain

Station.

• An open space system that seeks to maintain the existing Modderfontein Conservation Area and

respect the riparian zones within the land holding.

• Agreements for the provision of affordable housing and the possibilities for providing further

affordable housing in the development of precinct plans.

• Proposals for the consolidation of the existing AECI factory area and the development of new

industrial areas.

Given the size of the Modderfontein land holding more detailed planning needs to be undertaken than the guidelines contained in the Overall Contextual Framework to effectively guide decision-making and implementation of development proposals. In order to facilitate this, the Overall Contextual Framework makes provision for five Sub Area development frameworks, which are in turn broken down into precinct plans. These plans will provide greater detail as to the urban form to be created - providing information on the erven to be created, the proposed land uses, infrastructure and road structure and the location and number of affordable housing. As such the Overall Contextual Framework is the first volume in a number of plans to be submitted to Council relating to the Land Holding. Further tools for guiding the development of Modderfontein include Site Development Plans and Building Plans. The Modderfontein Development Framework – Volume 1: Overall Contextual Framework is the City of Johannesburg’s vision for the area and is to be used as basis for engagements with stakeholders. It is not a guideline against which the City will assess future development applications. The percentage of land to be put aside for affordable / low income housing, including housing targets for different income groups is to be resolved through further engagements between Heartland and the relevant Council departments (DPUM and Housing) before the approval of, and during the development of, detailed precinct plans. Lastly, only the detailed precinct plans will guide and manage development as it relates to the various precincts defined in the Modderfontein Contextual Framework.


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3.3.17 Kew, Marlboro, Wynberg Framework (2009) The objective of the Kew, Wynberg and Marlboro Industrial Area Development Framework (2009) is to ensure

that the development of the area capitalises on the opportunities brought by the BRT link; the area (located in

the midst of residential townships) integrates well with surrounding townships and building invasions are

properly dealt with.

Critical areas of focus for the Development Framework include:

• The development of the PAN Africa shopping facility near Alexandra.

• The integration of the industrial land uses with the surrounding residential land uses.

• The redevelopment of Marlboro South to include an industrial park and deal with invaded buildings.

• The integration of the industrial node in relation to the Bus Rapid Transit System.

• The provision of development guidelines for identified districts within the node to assist in assessing

development applications, and to assist in developing an attractive character for investment in the

area.

The Development Framework is not an economic strategy, but it aims to provide guidelines to private and public

sector entities about the physical development of the area. It also makes recommendations in terms of the

provision of new infrastructure and indicates areas of concern, focus and upgrading. These recommendations

should inform the Council’s agencies and utilities with regards to capital projects and should be incorporated into

their Business Plans for budgeting purposes.

An urban management component is also included as part of the Development Framework, to ensure that the

physical development of the area is supported by an appropriate urban management strategy that builds on

good private-public relationships and responsibilities.

The Development Framework breaks down the study area into five functional precincts for ease of reference.

• The Kelvin View and Marlboro North area is Precinct A. The main proposal in this precinct is the

unlocking of the development potential posed by the defunct road reserve of Route K206 and the

possible realignment of K101.

• Marlboro South makes up Precinct B. Proposals include an Industrial Park and a mixed-use

precinct to the west and east of Fourth Avenue respectively. The Development Framework

proposes measures on how to address the illegal occupation of buildings.

• Precinct C is Wynberg Township. The precinct is fully developed with little space for further

development. The main proposals for this precinct are urban management and the integration of

the industrial land uses with the BRT, with specific reference to the actual BRT route, cyclists and

pedestrian movement system.

• Precinct D comprises of the triangle formed by Arkwright Avenue, Pretoria Main Road and First

Avenue, Alexandra. The major feature in this precinct is the PAN Africa shopping centre. The

document makes recommendations on the treatment of the interface with Alexandra and proposes

a community centre with an informal trading facility to offset shortfalls of facilities in the PAN Africa

centre.

• Precinct E is the Kew, Bramley View and Lombardy West townships. Recommendations are made

for dealing with the illegal building occupations and informal settlements at the interface of Kew with

Alexandra. Also, proposals are made for a possible BRT depot in the Bramley View / Lombardy

West area.

3.3.18 Proposed Submission – Farm Waterval The Farms Bergvalei, Waterval (the portion east of the N1 falls within Region E) and Modderfontein are the last remaining tracts of privately owned vacant land in the east of the City. Proposals for development on all three-land holdings include a range of residential and non-residential developments that will significantly alter the current landscape. Council has not approved the master plan for the development of the Farm Waterval. Aspects of the plan have however been included within the Regional Spatial Development Framework. Farm Waterval is strategically located in relation to the City’s major transportation routes (i.e. N1, N3 and M1) and major nodes (i.e. Sandton, Midrand, Pretoria, Kempton Park and the Johannesburg International Airport).


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The development of this farm will require significant investment in roads, water, sewerage, electricity and social facilities and services. Development of the farm portions must occur in terms of the Regional Spatial Development Framework and other relevant municipal, provincial and national policies and frameworks. Maximisation of profits must be undertaken in tandem with a careful consideration of market forces and social and environmental impacts to ensure long-term economic viability of developments. This will require close coordination not only between the City, affected stakeholders and the developers but also between the developers concerned to ensure that the interventions taken on the relevant farm portions benefit the broader city region. 3.3.19 Proposed Submission – Abbotsford Precinct Plan Abbotsford Township is located north of Oaklands Township along Athol Oaklands Road. It is bordered by Athol Oaklands Road to the west, the erven north of Pretoria Street in Oaklands to the south and the Sandspruit / Hilson Park to the east. Fourth Street, which links Athol Oakland Road with Pretoria Street, traverses the township in a north south direction and carries regional traffic from Sandton, Illovo and Melrose Arch during peak hours. The Abbotsford Township is strategically located in relation to the City’s movement routes (i.e., the M1 motorway, Pretoria Street that is a proposed SPTN route and Athol Oaklands Road).

When considering the precinct plan, it is important, in terms of the movement policy, that increased residential densities be encouraged along the movement routes in order to ensure that as many people as possible are able to easily access the key movement lines in the city.

3.3.20 Proposed Submission – Bramley Precinct Plan Bramley Township is located to the north east of Melrose Arch, north of Corlett Drive. The purpose of the subject precinct plan is to shed light on the uncertainty caused by recently approved zoning rights for non-residential uses west of Junction Road. As there are no clear guidelines in the RSDDF as to how the M1/Junction Road/Corlett Drive triangle is to develop, the Directorate: Development Planning and Facilitation agreed to the submitting of this precinct plan based on the principle that non residential land uses be located along Corlett Drive and the M1 highway, with a transition of medium to higher residential density between the non residential component and the core residential area east of Junction Road. In considering this precinct plan, specific attention should be given to the treatment of the interface between the mixed-use node and the core residential area traversed by Junction Road. The submission should indicate practical interventions as to how the precinct plan intends to treat the relationship between the mixed-use node and the core residential area


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SECTION 4

SUB AREA DEVELOPMENT MANAGEMENT TABLES


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4.1. TOWNSHIPS PER SUB AREA

In order to deal with the formulation of objectives, strategies, interventions and guidelines at a more detailed and local level, Region E is divided into twenty-nine Sub Areas based on the following criteria:

• The area covered by community submissions.

• Homogeneity in residential density and character/requirements.

• Land use homogeneity.

• Natural/environmental features.

• Economic investment.

• Arterials and through roads.

• Integration requirements. The table below presents a list of suburbs in Administrative Region E, divided per Sub Area. It is important to note that a township can fall into more than one Sub Area. The following is an alphabetical list of the townships in Region E.

Table 9: Alphabetical Sub Area List

Abbotsford SUB AREA 25

Allandale Extensions SUB AREA 3

Alexandra

SUB AREA 16

Alexandra East Bank

SUB AREA 16

Alexandra Extensions

SUB AREA 16

Atholhurst

SUB AREA 21

Atholhurst Extension 1

SUB AREA 21

Atholl Extensions

SUB AREA 20,21

Atholl Gardens SUB AREA 13, 21

Atholl

SUB AREA 21

Austin View Agricultural Holdings SUB AREA 4

Austin View Extension SUB AREA 4

Bagleyston SUB AREA 26

Barlow Park SUB AREA 14

Bellevue SUB AREA 25

Benmore Gardens SUB AREA 11,12

Benmore Gardens Extensions SUB AREA 11

Birdhaven SUB AREA 25

Birnam SUB AREA 21

Blandford Ridge Agricultural Holding SUB AREA 2

Blue Heaven SUB AREA 2

Bramley SUB AREA 21


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Bramley Extension 1 SUB AREA 21

Bramley Gardens SUB AREA 21, 22

Bramley Manor SUB AREA 22

Bramley Manor Extension 1 SUB AREA 22

Bramley North SUB AREA 21

Bramley North Extensions SUB AREA 21

Bramley Park SUB AREA 21

Bramley View SUB AREA 22

Bramley View Extensions SUB AREA 22

Brecknock Agricultural Holding SUB AREA 2

Bruma SUB AREA 27, 29

Bryanston SUB AREA 6

Bryanston Extensions SUB AREA 5,6

Bryanston East SUB AREA 5,6

Bryanston East Extensions SUB AREA 5

Buccleuch SUB AREA 9

Casey Park SUB AREA 22

Cheltondale SUB AREA 26

Cheltondale Extensions SUB AREA 26

Chislehurston SUB AREA 20

Chislehurston Extension 1 SUB AREA 21

Commercia SUB AREA 4

Commercia Extensions SUB AREA 4

Commercia Extension 34 (Mayibuye) SUB AREA 4

Corlett Gardens SUB AREA 22

Corlett Gardens Extensions SUB AREA 22

Crystal Gardens Agricultural Holding SUB AREA 22

Cyrildene SUB AREA 27

Dalecross SUB AREA 11

Dennehof SUB AREA 20

Dennehof Extensions SUB AREA 20

Dewetshof SUB AREA 27

Dewetshof Extensions SUB AREA 27, 29

Dorelan SUB AREA 22

Douglasdale A.H. SUB AREA 1

Douglasdale Extensions SUB AREA 1, 5

Dowerglen Extensions SUB AREA 28

Dunhill SUB AREA 22


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Dunserven SUB AREA 22

Dunserven Extensions SUB AREA 22

Duxberry SUB AREA 11

Duxberry Extension 1 SUB AREA 11

Eastgate SUB AREA 13

Eastgate Extensions SUB AREA 13, 14, 20

Edenburg (Rivonia) SUB AREA 7,8,12

Edenburg Extension SUB AREA 7

Edenvale Extension 1 SUB AREA 19

Elton Hill SUB AREA 21

Elton Hill Extensions SUB AREA 21

Epsom Downs SUB AREA 5

Fairmount SUB AREA 22

Fairmount Extensions SUB AREA 22

Fairmount Ridge SUB AREA 22

Fairmount Ridge Extensions SUB AREA 22

Fairvale SUB AREA 22

Fairvale Extensions SUB AREA 22

Fairway SUB AREA 21

Fairwood SUB AREA 26

Far East Bank SUB AREA 16

Far East Bank Extensions SUB AREA 16

Farm Bergvalei SUB AREA 9, 16

Farm Driefontein SUB AREA 6,11

Farm Klipfontein SUB AREA 19

Farm Lombardy SUB AREA 18

Farm Modderfontein SUB AREA 19

Farm Rietfontein SUB AREA 28

Farm Waterval SUB AREA 10,16

Fellside SUB AREA 26

Forbesdale SUB AREA 26

Founders Hill SUB AREA 19

Founders View SUB AREA 19

Formain SUB AREA 22

Fourways SUB AREA 1,2

Fourways Extensions SUB AREA 1

Frankenwald SUB AREA 17

Frankenwald Extensions SUB AREA 17


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Gallo Manor SUB AREA 8

Gallo Manor Extensions SUB AREA 8

Glen Atholl SUB AREA 21

Glen Atholl Extension 1 SUB AREA 21

Glen Austin Agricultural Holding Extension 3 SUB AREA 3,4

Glenhazel SUB AREA 22

Glenhazel Extensions SUB AREA 22

Glenkay SUB AREA 22

Glensan SUB AREA 22

Grand Central Extensions SUB AREA 3

Green Stone Hill Extensions SUB AREA 19

Greenstone Park Extensions SUB AREA 19

Greenstone Park Proper SUB AREA 19

Gresswold SUB AREA 21

Halfway House Extensions SUB AREA 3

Hawkins Estate SUB AREA 26

Hawkins Estate Extension 1 SUB AREA 26

Highlands North SUB AREA 21, 26

Highlands North Extensions SUB AREA 21, 26

Houghton Estate SUB AREA 25

Hurlpark SUB AREA 11

Illovo SUB AREA 21

Illovo Extensions SUB AREA 21

Inanda SUB AREA 21

Inanda Extension 1 SUB AREA 21

Jukskei Park SUB AREA 1

Jukskei Park Extensions SUB AREA 1

Jukskei View Extensions SUB AREA 10

Kelvin SUB AREA 15

Kelvin View SUB AREA 14

Kentview SUB AREA 21

Kew SUB AREA 22

Kew Extension 1 SUB AREA 22

Kew Industrial SUB AREA 14

Khyber Rock SUB AREA 8

Khyber Rock Extensions SUB AREA 8

Killarney SUB AREA 25

Klevehill Park SUB AREA 6


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Klevehill Park Extensions SUB AREA 6

Klipfontein View SUB AREA 4

Klipfontein View Extensions SUB AREA 4

Kramerville SUB AREA 14

Lakeside SUB AREA 19

Lealholm Agricultural Holding SUB AREA 2

Linbro Park Agricultural Holding SUB AREA 18

Linbro Park Extensions SUB AREA 18

Linksfield SUB AREA 27

Linksfield Extensions SUB AREA 27

Linksfield North SUB AREA 27

Linksfield North Extension 1 SUB AREA 27

Linksfield Ridge SUB AREA 27

Linksfield Ridge Extension 1 SUB AREA 27

Littlefillan SUB AREA 11

Littlefillan Agricultural Holding SUB AREA 11

Lombardy East SUB AREA 22

Lombardy West SUB AREA 22

Lonehill SUB AREA 2

Lonehill Extensions SUB AREA 2

Longmeadow Business Estates Extensions SUB AREA 23

Lyndhurst SUB AREA 22

Lyndhurst Extensions SUB AREA 22

Magalies View SUB AREA 2

Magalies View Agricultural Holding

SUB AREA 2

Magaliessig SUB AREA 2

Magaliessig Extensions SUB AREA 2

Marlboro SUB AREA 15

Marlboro Extension 1 SUB AREA 15

Marlboro Gardens SUB AREA 15

Marlboro North SUB AREA 14

Marlboro South SUB AREA 14

Maryvale SUB AREA 26

Melrose SUB AREA 25

Melrose Extensions SUB AREA 21

Melrose Estate SUB AREA 25

Melrose North SUB AREA 21


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Melrose North Extensions SUB AREA 21

Modderfontein Agricultural Holding SUB AREA 18

Modderfontein Extensions SUB AREA 19

Moodie Hill SUB AREA 11

Moodie Hill Extensions SUB AREA 11

Morningside SUB AREA 11,12

Morningside Agricultural Holding SUB AREA 12

Morningside Agricultural Holding Extension 1 SUB AREA 12

Morningside Extensions SUB AREA 6, 8,11,12,13,20

Morningside Hills SUB AREA 12

Morningside Manor SUB AREA 8

Morningside Manor Extensions SUB AREA 8

Mountain View SUB AREA 25

Norscot SUB AREA 1,5

Norscot Extensions SUB AREA 1

Northern Acres Proper SUB AREA 12

Norwood SUB AREA 26

Oaklands SUB AREA 25

Observatory Extension SUB AREA 27

Olivedale SUB AREA 1

Olivedale Extensions SUB AREA 1

Orange Grove SUB AREA 26

Orchards SUB AREA 25, 26

Parkmore Extension 1 SUB AREA 11

Parkwood SUB AREA 24

Parkwood Extension 1 SUB AREA 24

Paulshof Agricultural Holding SUB AREA 2,6

Paulshof Extensions SUB AREA 2

Percelia Estate SUB AREA 26

Percelia Estate Extensions SUB AREA 26

Petervale SUB AREA 6

Petervale Extensions SUB AREA 6

Pinelands SUB AREA 19

Pine Slopes Agricultural Holding SUB AREA 2

President Park Agricultural Holding SUB AREA 4

President Park Extensions SUB AREA 4

Raedene SUB AREA 26

Raedene Estate SUB AREA 26


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Raedene Extensions SUB AREA 26

Raumarais Park SUB AREA 21

Rembrandt Park SUB AREA 22

Rembrandt Park Extensions SUB AREA 22

Rembrandt Ridge SUB AREA 22

Reynolds View SUB AREA 27

River Club SUB AREA 11

River Club Extensions SUB AREA 11

Riviera SUB AREA 25

Rivonia SUB AREA 7

Rivonia Extensions SUB AREA 7

Rouxville SUB AREA 26

Sandhurst SUB AREA 20

Sandhurst Extensions SUB AREA 11,20

Sandown SUB AREA 20

Sandown Extensions SUB AREA 13,20,21

Sandringham SUB AREA 27

Sandringham Extensions SUB AREA 27

Sappers Haven SUB AREA 22

Savoy Estate SUB AREA 21

Saxonwold SUB AREA 24

Saxonwold Extensions SUB AREA 24

Sebenza Extension 6 SUB AREA 19

Silvamonte SUB AREA 22

Silvamonte Extensions SUB AREA 22

Simba SUB AREA 13

Strathavon SUB AREA 13

Strathavon Extensions SUB AREA 13, 14 20

Sunningdale SUB AREA 22

Sunningdale Extensions SUB AREA 22

Sunningdale Ridge SUB AREA 22

Sunningdale Ridge Extensions SUB AREA 22

Sunset Acres SUB AREA 12

Sunset Acres Extension 1 SUB AREA 12

Sydenham SUB AREA 26

Talboton SUB AREA 22, 27

The Gardens SUB AREA 26

The Woodlands SUB AREA 9


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Thornhill SUB AREA 19

Uthombo Extensions SUB AREA 4

Victoria SUB AREA 26

View Crest SUB AREA 22

Wanderers SUB AREA 21

Waverley SUB AREA 21

Waverley Extensions SUB AREA 21

Wendywood SUB AREA 8

Wendywood Extensions SUB AREA 8

Wesco Park SUB AREA 14

Westfield SUB AREA 19

Wierda Valley SUB AREA 20, 21

Whitney Gardens SUB AREA 22

Whitney Garden Extensions SUB AREA 22

Winston Ridge SUB AREA 21

Witkoppen Extensions SUB AREA 1

The Woodlands SUB AREA 9

The Woodlands Extensions SUB AREA 9

Woodmead SUB AREA 7,8

Woodmead East SUB AREA 9

Woodmead Extensions SUB AREA 7,8,9

Wynberg SUB AREA 14, 21

Wynberg Extensions SUB AREA 14,21

4.2. SUB AREA DEVELOPMENT MANAGEMENT TABLES The tables below provide specific Objectives, Interventions and Guidelines at a more detailed and local level, required from a Land Use Management (or other sector) perspective, for the Sub Areas of the region. The Interventions and Guidelines should be used in conjunction with City Policies, Development Frameworks and Precinct Plans in considering whether development proposals would be permissible. The Sub Areas have been numbered from north to south and from west to east across Region E. If a township to the north of the region is been sought consult Sub Areas 1-15, if a township to the south is required consult Sub Area 16-29.


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Plan 9: Sub Areas


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SUB AREA 1 (FOURWAYS RESIDENTAIL / NORSCOT)

FOURWAYS RESIDENTIAL / NORSCOT

(DOUGLASDALE, DOUGLASDALE EXTENSIONS, DOUGLASDALE A.H., FOURWAYS, FOURWAYS EXTENSIONS, JUKSKEI PARK, JUKSKEI PARK EXTENSIONS, NORSCOT,

NORSCOT EXTENSIONS, OLIVEDALE, OLIVEDALE EXTENSIONS, WITKOPPEN EXTENSIONS)

The Sub Area is predominantly residential in nature and consists mainly of low density detached housing units, clusters and townhouse developments. The key Mobility Spines affecting the Sub

Area is Witkoppen Road and William Nicol Drive.

The Sub Area falls within the GMS Consolidation Area and has insufficient electrical and roads capacity. Relevant GMS guidelines will apply

DEVELOPMENT OBJECTIVE 1

To retain and enhance the residential character and public environment of the Sub Area

INTERVENTIONS

GUIDELINES

1.1. Witkoppen Road and William Nicol Drive have been classified as Mobility Spines.

� No direct access to erven to be taken from Mobility Spines unless controlled by a traffic light.

� William Nicol Road and Witkoppen Road are part of the proposed BRT Network.

1.2. Support increased residential densities along Leslie Avenue (between Douglas Road and William Nicol Drive), and Douglas Drive/Douglas Road.

� Promote high density residential development (30-50du/ha).

� Contain non-residential development to existing neighbourhood nodes along Leslie Avenue, Douglas Drive/Douglas Road.

1.3. Protect the environment. � No development is to occur on Norscot Koppie in terms of the Ridge Policy.

� Protect the open space along the Braamfontein Spruit and Klein Jukskei and enforce the 1:50 and 1:100 year floodline.

� Protect and enhance Parks within the Sub Area.

� Sub Area 1 is a designated Lesser Bush Baby (Galago moholi) Area. Environmental Scoping and Environmental Impact Assessments for development within the Sub Area must take this species and its habits into account, and development must facilitate their needs where and when required.


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To enhance local economic activity and viability in the sub area

INTERVENTIONS

GUIDELINES

2.1 Refrain from non-residential intrusion into predominantly residential areas.

� No further business development will be supported south of Leslie Avenue on William Nicol Drive.

2.2 Maintain existing identified neighbourhood nodes:

o Kingfisher Centre (contained between Kingfisher Drive, Robin Drive and Alexander Avenue)

� Support residential densification in the node (up to 30du/ha).

� Support residential densification directly adjacent to the neighbourhood node (up to 20du/ha).

Business 4 zoning may be supported on Erven 13, 14 and 15 Fourways in terms of the relevant Town Planning Scheme with a maximum FAR of 0.25. The residential character

1 of buildings shall be

retained.

1 Residential Character – the building may not be significantly altered from its original residential structure,

which might compromise the neighbourhood’s appearance in relation to other residential structures.


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Plan 10: Sub Area 1 Fourways Residential/Norscot


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SUB AREA 2 (FOURWAYS, MAGALIESSIG, LONEHILL)

FOURWAYS, MAGALIESSIG, LONEHILL

(BLANDFORD RIDGE A.H., BLUE HEAVEN, BRECKNOCK A.H., FOURWAYS, LEALHOLM A.H., LONEHILL, LONEHILL EXTENSIONS, MAGALIES VIEW, MAGALIES VIEW A.H.,

MAGALIESSIG, MAGALIESSIG EXTENSIONS, PAULSHOF A.H., PAULSHOF EXTENSIONS, PINE SLOPES A.H.)

This Sub Area includes the south-eastern portion of the Fourways Node. The residential component is characterized by cluster and townhouse developments and low density detached housing units. The key Mobility Spines in the Sub Area is Witkoppen Road, William Nicol Drive and Main Road.

The Sub Area falls within the GMS Consolidation Area and has insufficient electrical and roads

capacity. Relevant GMS guidelines will apply (See Section 3 and the SDF 2010/11)


To enhance accessibility and mobility within the Sub Area.

INTERVENTIONS

GUIDELINES

1.1. Witkoppen Road, William Nicol Drive and Main Road have been classified as Mobility Spines.

� No direct access to erven to be taken off Mobility Spines unless controlled by a traffic light.

� Non-residential development along Mobility Spines to be contained to the Fourways Node.

� Residential densities of between 50-70 du/ha will be supported along Mobility Spines.

� William Nicol Road and Witkoppen Road are part of the proposed BRT Network.


Contain and integrate the Fourways Node into the surrounding residential neighbourhood.

INTERVENTIONS

GUIDELINES

2.1. Contain non-residential development within the Fourways Node.

� The boundary of the Fourways Node is defined in terms of the attached map.

� Office developments are permitted adjacent to the eastern and southern extent of Montecasino Boulevard. No further non-residential development will be permitted on the land holding in question outside of the demarcated boundary.


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2.2. Support the integration and further development of the Fourways Node.

� Support the development of an internal transportation system for the node.

� Support Residential densities in excess of 100 du/ha in the node where services, design and site specifics permit.

� Develop a pedestrian system to link the three quadrants of the node.

� Ensure that the pedestrian system is coordinated with the proposed Bus Rapid Transit route on William Nicol Drive and Witkoppen Road.

� Improve facilities for public transport in terms of the Bus Rapid Transit Initiative.

2.3 Promote sustainable development � Development in the node is to be guided by infrastructure capacity.

� Consider appropriate land use and design guidelines in the areas where residential and non-residential land uses interface.


To ensure economic viability of the nodes and protect and enhance the residential character

in the sub area

INTERVENTIONS

GUIDELINES

3.1. Refrain from non-residential intrusion into predominantly residential areas.

� No further business development will be supported south of Leslie Avenue

3.2. Contain existing neighbourhood node:

• Merrow Down Plaza (Erf 240) and Erven 241 and 242 Magaliessig Ext 26

� Revitalisation and reinvestment must be supported.

� No further non-residential uses shall be permitted outside of the demarcated neighbourhood nodal boundary.

� Residential densities between 50 – 70du/ha will be supported on erven 241 and 242 Magaliessig Ext 26.

� Residential redevelopment on Erf 240 Magaliessig Ext 26 shall be supported at a density of 30 – 50 du/ha.


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To protect the public environment in the Sub Area

INTERVENTIONS

GUIDELINES

4.1 Protect the environment. � No development is to occur on Rietfontein Ridge in terms of the Ridge Policy. - Protect the open space along the

Braamfontein Spruit and Klein Jukskei and enforce the 1:50 and 1:100 year floodline.

� Protect and enhance Parks within the Sub Area


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Plan 11: Sub Area 2 – Fourways Node / Magaliessig / Lone Hill


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Plan 12: Fourways Node


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SUB AREA 3 (MIDRAND/HALFWAY HOUSE)

MIDRAND / HALFWAY HOUSE (ALLANDALE EXTENSIONS,

GLEN AUSTIN AGRICULTURAL HOLDING EXTENSION 3, GRAND CENTRAL EXTENSIONS, HALFWAY HOUSE EXTENSIONS)

The Sub Area forms the south-eastern extent of the Midrand Node. The node consists of commercial,

office, warehouse, retail and conferencing uses.

The Sub Area falls within the GMS Public Transport Priority Area and is in close proximity to the Midrand Gautrain Station. Relevant GMS guidelines will apply (See Section 3 and the SDF

2010/11)


Promote the development of the Midrand node

INTERVENTIONS

GUIDELINES

1.1. Promote sustainable development

� Development in the Sub Area is to be guided by infrastructure capacity.

� Implement the Midrand Gautrain Urban Development Framework (2008).

1.2. Midrand is identified as a metropolitan node

� Support the intensification of non-residential uses in the node.

� Support Residential densities in excess of 100 du/ha where services, design and site specifics permit.

� Develop public transport in association with the Gautrain Station and the BRT Initiative.

� Promote the Midrand node as an important conference venue centred on the facilities at Gallagher Estates.

� Upgrade services and infrastructure to facilitate the redevelopment and intensification of the node.

1.3. Construct the Gautrain Rapid Railway � Construct the railway line through the Sub Area and support complementary uses (e.g. commercial/ Industrial uses adjacent to the Railway line).

� Ensure that the Sub Area is fully integrated, and accessible to the Midrand Gautrain Station.

� Promote the development of compatible land uses adjacent to the railway line.

1.4. Develop proposed K-routes in order to facilitate development and link the Sub Area with the rest of the City

� Construct the proposed K60/ K113.


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1.5. Allandale Road and the K101 are identified as Mobility Spines

� Development along Allandale Road and the K101 must be guided in terms of its location within the Midrand node.

1.6. Protect the Environment � No development is to take place within the 1:50 and 1:100 year flood line of tributaries of the Jukskei River.

� Johannesburg Water recognizes the Sub Area as experiencing storm water constraints.

� Protect existing Open Spaces and promote the development of formal parks within the Midrand node.


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Plan 13: Sub Area 3 – Halfway House


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Plan 14: Midrand Node


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SUB AREA 4 (PRESIDENT PARK AH, COMMERCIA, KLIPFONTEIN VIEW)

PRESIDENT PARK AGRICULTURAL HOLDINGS, COMMERCIA, KLIPFONTEIN VIEW

(AUSTIN VIEW A.H., AUSTIN VIEW EXTENSION, COMMERCIA, COMMERCIA EXTENSIONS COMMERCIA EXTENSION 34 (MAYIBUYE), KLIPFONTEIN VIEW, KLIPFONTEIN VIEW

EXTENSIONS, GLEN AUSTIN EXTENSION 3 AGRICULTURAL HOLDINGS, PRESIDENT PARK AGRICULTURAL HOLDINGS

PRESIDENT PARK EXTENSIONS AND UTHOMBO EXTENSIONS)

The Sub Area includes agricultural holdings, low cost housing and pockets of commercial development.

The majority of the Sub Area falls within the GMS Consolidation Area and has insufficient electrical

and roads capacity. Commercia Extension 34 (Mayibuye) and Klipfontein View/ Klipfontein View Extensions are identified as GMS High Priority Marginalized Areas. Parts of the Sub Area are in proximity to the Midrand Station and are identified as part of the GMS Public Transport

Priority Areas. Relevant GMS guidelines will apply (See Section 3 and SDF 2010/11)


To integrate this Sub Area with the Greater Johannesburg area.

INTERVENTIONS

GUIDELINES

1.1. Promote sustainable development

� Implement the revised President Park/Glen Austin 3 and Austin View Plan.

� Develop and maintain pedestrian linkage between Klipfontein View / Mayibuye with Midrand CBD.

� Support the development of neighbourhood mixed-use nodes at the intersections of Modderfontein Road with Dale Road and West/Republic Road with Anne Road.

� Apply the Midrand Urban Development Framework (2008).

� Apply the Northern Areas Development Framework (2008).

1.2. Social facilities need to be provided in Commercia Extension 34 (Mayibuye) & Klipfontein View

� The following facilities are required: - Crèches - Library at Mayibuye - Police Stations at Mayibuye and

Klipfontein View - Sports facilities at Mayibuye and

Klipfontein View


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1.3. The following development requirements pertain to Commercia Extension 34 (Mayibuye) and Klipfontein View

� Promote access to public transport to improve access to employment and other urban opportunities.

� Support the internal circulation of public transport within Klipfontein View and Mayibuye to link to the BRT to be constructed through West and Republic Roads.

� Public amenities to be allowed at strategic local nodes / areas especially in the vicinity of the public transport network.

� Improve pedestrian access within Klipfontein View and Mayibuye, and between Klipfontein View and Mayibuye with surrounding townships to reduce the isolation of the Klipfontein View and Mayibuye.

� Construct link roads between Klipfontein View and Mayibuye, Mayibuye and Austin View AH.

� Support the development of open spaces in Klipfontein View and Mayibuye.

1.4. Identify areas for new low income housing development

� Apply the Northern Areas Framework. � Promote the provision of a range of

housing opportunities in and around the smallholdings area.

1.5. Construct the Gautrain Rapid Railway � Implement the Midrand Station Urban Development Framework (2008).

� Construct the railway line through the Sub Area.

� Support complementary uses (i.e., commercial/ Industrial uses) adjacent to the Railway line.

1.6. Develop Mobility Roads in the vicinity of the Sub Area in order to facilitate development and link the Sub Area with the rest of the City

� Construct the proposed K60 / K111 / K113/ K115/

� Development of Mobility Roads within the area must facilitate the incorporation of Greater Ivory Park, including Klipfontein View and Mayibuye with the rest of the City.

1.7. Allandale Road, Dale Road, the K101 and Modderfontein Road have been identified as Mobility Spines

� Allandale is part of the proposed Strategic Public Transport Network.

� Permit industrial and commercial uses adjacent to the Mobility Spine.

� Development in this Sub Area is to be guided in terms of President Park / Glen Austin 3 and Austin View Plan No. 11 subject of infrastructure capacity and the guidelines detailed in Section 3, and the Midrand Node.

� Support the expansion of the Commercia industrial / commercial area.

� Minimise the impact of the industrial area on the existing neighbouring residential component.


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1.8. Protect the Environment � No development is to take place within the 1:50 and 1:100 flood line of tributaries of the Jukskei River

� The Sub Area is recognized by Johannesburg Water as experiencing storm water constraints

� Protect existing Open Space and promote the development of formal parks within the Sub Area especially within Klipfontein View and Mayibuye

� The agricultural holdings east of Pretoria Main Road are a designated Giant Bullfrog (Pyxiecephalus adspersus) Area. Environmental Scoping and Environmental Impact Assessments for development within the agricultural holdings must take this species and its habits into account


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Plan 15: Sub Area 4 – Glen Austin Extension 3, Klipfontein View, Mayibuye (Commercia Extension 34)


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Plan 16: Klipfontein View / Mayibuye / President Park Development Framework


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SUB AREA 5 (GREATER SLOANE PRECINCT)

GREATER SLOANE PRECINCT

(BRYANSTON, BRYANSTON EAST, BRYANSTON EAST EXTENSION, BRYANSTON EXTENSIONS, DOUGLASDALE EXTENSIONS, EPSOM DOWNS, NORSCOT EXTENSION 2)

This is largely a non-residential area with pockets of residential development. Due to the proximity of other non-residential developments and the vast amount of un-used rights, commercial activities

in this Sub Area should be undertaken in terms of the Precinct Plan.

The Sub Area falls within the GMS Consolidation Area and has insufficient electrical

and roads capacity. Relevant GMS guidelines will apply (see Section 3 and the SDF

2010/11)

DEVELOPMENT OBJECTIVE

To retain as a vibrant functional business /commercial/residential node.

INTERVENTIONS

GUIDELINES

1.1 Consolidate the regional node

� Apply the Greater Sloane Precinct Plan (2003)

� Contain non-residential development within the Sub Area by not supporting commercial and/or business development adjacent or contiguous to this Sub Area

1.2. Improve and maintain a high level of accessibility and travel convenience to and within this Sub Area.

� Proposed interchange to be constructed at the intersection of Main Road and the N1 Highway

� New developments along William Nicol need to integrate with the BRT public transport initiative

� Promote the development of an integrated network of pedestrian paths through the node

1.3 Main Road and William Nicol Drive have been classified as Mobility Spines.

� Offices at an FAR of 0,6 are permitted on the first row of erven on the eastern side of Main Road. No direct access to be taken from Main Road

� Showrooms are permitted along William Nicol Drive within the nodal boundary

� No direct access to be taken off Main Road or William Nicol Drive unless traffic robots are provided

1.4 Bryanston Drive (east of Main Road) is classified as a Mobility Road.

� Support strategic residential densification (support 30-50du/ha).

� Support 15-30 du/ha in the triangle formed by Bryanston Drive, Berkeley Avenue and Grosvenor Road that falls outside the node.


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1.5 Maintain and enhance the environment � Promote the protection and maintenance of existing open space.

� Identify potential sites for additional open space within the node.

� Parts of the Sub Area are recognized by Johannesburg Water as experiencing storm water constraints.


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Plan 17: Sub Area 5 - Greater Sloane


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Plan 18: Greater Sloane Precinct Plan


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SUB AREA 6 (EASTERN BRYANSTON)

EASTERN BRYANSTON

(BRYANSTON, BRYANSTON EAST, BRYANSTON EXTENSIONS, FARM DRIEFONTEIN, KLEVEHILL PARK, KLEVEHILL PARK EXTENSIONS, MORNINGSIDE EXTENSIONS,

PAULSHOF AGRICULTURE HOLDING, PETERVALE, PETERVALE EXTENSIONS)

The Sub Area is located between the Greater Sloane Node in the West and Rivonia Node in the East. It is characterised by low to medium density residential development supported by

neighbourhood nodes.

� The Sub Area falls within the GMS Consolidation Area and has insufficient

electrical and roads capacity. Certain erven in the east of the Sub Area form part of

the GMS Public Transport Priority Area (See Sub Area Map). Relevant GMS

guidelines will apply (See Section 3 and the SDF 2010/11)


Enhance the residential character and ambience of this Sub Area.

INTERVENTIONS

GUIDELINES

1.1. Contain identified local neighbourhood nodes:

• Petervale (c/o Cambridge Road & Frans Hals Street)

• Bryanston Shopping Centre (c/o Hobart Road & Ballyclare Drive)

• Riverside (c/o The River Road and Bryanston Drive)

• C/o Peter Place & William Nicol Drive

• Hobart Rd Shopping Centre (c/o Grosvenor Road and Hobart Road)

� Only local neighbourhood service orientated non-residential uses will be supported where infrastructure and services is available in the demarcated nodes.

� Non-residential development along Ballyclare Drive must be contained within identified neighbourhood nodes.

� Contain the Petervale

neighbourhood node to Erf 122 Petervale.

- No non-residential development will be permitted outside of the demarcated node boundary.

- Support reinvestment in the node. - Support pedestrian access &

development to and from the node. - Contain the Riverside Shopping

Centre node to Erven 1430, 4180 and 4825 Bryanston.

- Read in conjunction with Intervention 1.3 in terms of densities permissible.

� Contain the defined neighbourhood

node at the intersection of Ballyclare Drive and William Nicol Drive to Erven 5517, 3251, 3127,


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Drive to Erven 5517, 3251, 3127, 3502, 3128, 3129, 3148, 1/3173, RE/3173, 3174, 3175, 3176, 3501 and 3149 Bryanston Ext. 7.

- No further non-residential development will be permitted outside of the demarcated nodal boundary/listed erven.

- Residential densification of between 30-50 du/ha may be allowed within the node.

- Residential densification around the node will apply as per intervention 1.2 and 1.3.

� Contain non-residential uses

(especially motorcar showrooms) to the demarcated node at the intersection of Peter Place and William Nicol Drive (erven 1008 & 1009 Hurlingham Ext 5, Erven 4169, 4170, 4171, 4172, 4173 and 4174 Bryanston Ext 13 and 1/5536, 5536, 5537, 5566 and 5567 Bryanston Ext 13).

- Residential densification around the node will apply as per intervention 1.2 and 1.3 and as per Region B RSDF where applicable.

� No further expansion of non

residential uses outside of the Hobart Road Shopping Centre

1.2. William Nicol Drive and Main Road have been classified as Mobility Spines.

� Promote Residential densification adjacent to William Nicol Drive and Hendrik Verwoerd Drive/Main Road (support 50-70du/ha).

� No further car show rooms and related activities are to be permitted along either side of William Nicol Drive outside identified nodes.

� Contain non-residential nodes

along William Nicol Drive within their defined boundaries (cf. Plan No 19): - At the intersection of Ballyclare

Drive - At the intersection of Peter

Place


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1.3. Bryanston Drive, Summit Road and Ballyclare Drive, have been classified as Mobility Roads.

� Support residential densification (30-50du/ha) along these Mobility Roads subject to the availability of services and infrastructure.

� Limited access to these Mobility Roads.

� Non-residential development along Mobility Roads is to be contained to existing neighbourhood nodes.

� Support a density of 20du/ha along Bryanston Drive, except between Devonshire Road and The River Road where 30-50du/ha will be supported.

1.4 Support densification in identified locations in the sub area

� Support 20du/ha along Cowley Road between Cambridge Road and Mount Street subject to the availability of services.

� 20du/ha shall be supported along Mount Road between Cowley Road and Bryanston Drive.

� Support 40du/ha along Cambridge Road.

1.5. Implement the Bryanston Mid-block Policy � Implement the Bryanston Midblock Policy in terms of Appendix “A”: Individual Block Analysis (refer to JRA)(Copies of the policy available from the Directorate: Development Planning and Facilitation).

1.6. Protect the environment � Protect and enhance Parks within the Sub Area.

� Protect the open space along the Braamfontein Spruit and protect the 1:50 and 1:100 year flood line.

� Parts of the Sub Area are recognised by Johannesburg Water as experiencing Storm Water constraints.


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BRT Guidelines


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Plan 19: Sub Area 6 – Eastern Bryanston


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SUB AREA 7 (RIVONIA NODE AND SURROUNDS)

RIVONIA NODE AND SURROUNDS

(EDENBURG, EDENBURG EXTENSION, RIVONIA, RIVONIA EXTENSIONS, WOODMEAD EXTENSION)

The Rivonia commercial and business node is strategically located between Sandton, the N1 and

Sunninghill. Retail and office uses need to be contained within the Rivonia Node in order to prevent the node’s intrusion into the surrounding residential areas and also to protect the viability of

neighbourhood nodes in the vicinity. The Flagship Bus Rapid Transit Route on Rivonia Road bisects the Rivonia Node.

The Sub Area falls within the GMS Public Transport Priority Area and is intersected by the Phase 1:

Bus Rapid Transit Route (See Section 3 and the SDF 2010/11).


To enhance this Sub Area as a vibrant functional business / commercial node and

residential area.

INTERVENTIONS

GUIDELINES

1.1. Contain the regional node (see nodal profile) within the Sub Area.

� Implement the Nodal Strategy.

1.2. Rivonia Road has been classified as a Mobility Spine.

� Support the implementation of the Bus Rapid Transit System.

� Apply the Parktown/Sunninghill BRT Land Use and Design Guidelines (2007) to the Sub Area as pertains to the defined zones.

� No further direct access is permitted off Rivonia Road.

1.3. Support densification in identified locations in the Sub Area.

� Support residential densification (30 to 50 du/ha) along 12

th Avenue where the BRT

Land Use and Design Guidelines (2007) are not applicable.

� Limit further direct access off 12th Avenue.

1.4. Improve and maintain a high level of accessibility and travel convenience to and within this Sub Area:

� Support the development of the BRT Route on Rivonia Road.

� No direct access to be taken off Rivonia Road.


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1.5. Protect and enhance the environment � Protect the open space along the Braamfontein Spruit and enforce the 1:50 and 1:100 year floodline.


� Johannesburg Water recognizes parts of the Sub Area as experiencing Storm Water constraints.

� Liliesleaf Farm is an important historical site with high educational value that needs to be enhanced and protected. Development on the site must be contained to the existing zoning rights to protect the residential nature of the existing suburb. Mature trees must be retained and parking must be provided on site.


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BRT GUIDELINES


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PLAN 20: RIVONIA - SUB AREA 7


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PLAN 21: RIVONIA NODE


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SUB AREA 8 (WENDYWOOD, GALLO MANOR, WOODMEAD, KHYBER ROCK)

WENDYWOOD / GALLO MANOR / WOODMEAD / KHYBER ROCK

(EDENBURG, GALLO MANOR, GALLO MANOR EXTENSIONS, KHYBER ROCK, KHYBER ROCK EXTENSIONS, MORNINGSIDE EXTENSIONS,

MORNINGSIDE MANOR, MORNINGSIDE MANOR EXTENSIONS, WENDYWOOD, WENDYWOOD EXTENSIONS, WOODMEAD, WOODMEAD EXTENSIONS)

This area consists mainly of low to medium density residential areas supported by an identified neighbourhood node. Pressure for residential densification is occurring due to the Sub Area’s

location in relation to Rivonia, Woodmead, Sandton and the M1.

The Sub Area falls within the GMS Consolidation Area and has insufficient service infrastructure. Certain erven in the west of the Sub Area form part of the GMS Public Transport Priority Area (See

Sub Area Map). Relevant GMS guidelines will apply (See Section 3 and the SDF 2010/11)



INTERVENTIONS

GUIDELINES

1.1 Support residential densification.

� Apply the Parktown/Sunninghill BRT Land Use and Design Guidelines west of the Sand Spruit River in support of the Bus Rapid Transit System on Rivonia Road.

1.2 Bowling Avenue, Kelvin Drive, Katherine Drive, South Road and Woodlands Drive have been classified as Mobility Roads.

� Apply the Movement Strategy � Support residential densification along

these Mobility Roads (support 30-50du/ha), subject to the availability of services and infrastructure.

� Limit further direct access from these Mobility Roads.


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Support local economic development in the Sub Area

INTERVENTIONS

GUIDELINES

2.1 Redevelop the local neighbourhood node and contain it to Erven 600, 417, 270, 271, 272, 269, 268, 266, 886 and 418 Wendywood

� Support local neighbourhood functions and services in this node.

� Support the development and strengthening of pedestrian accessibility between open space and other uses in the node.

� Support residential densities between 30-50du/ha on erven 270, 272, 272, 269, 266 and 886 Wendywood

2.2 Western Service Road is defined as an Activity Street

� Support offices adjacent to Western Service Road, where design and infrastructure allows. A maximum FAR of 0.4 will be permitted.

� This intervention is applicable to the townships of Wendywood, Wendywood Extension 1 and Gallo Manor Extension 2.


Enhance and retain the environment in the Sub Area.

INTERVENTIONS

GUIDELINES

3.1 Protect the Environment

� Retain the Johannesburg Country Club

(Woodmead and Woodlands Golf Courses) as private open space.

� Retain and enhance the Sand Spruit and its tributaries and ensure the functioning of the Sand Spruit Trail as part of the Johannesburg Open Space System, and protect the 1:50 and 1:100 year flood line.


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BRT GUIDELINES


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Plan 22: Sub Area 8 –Gallo Manor/ Wendywood/Woodmead


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SUB AREA 9 (WOODMEAD NODE)

WOODMEAD NODE (BUCCLEUCH EXTENSIONS, FARM BERGVALEI, THE WOODLANDS, THE WOODLANDS

EXTENSIONS, WOODMEAD EXTENSIONS)

The Woodmead Regional Node is a warehouse/value mart development with a substantial office park component. Pedestrian access, public amenities and public transport are poorly catered for in

the node.

The Sub Area falls within the GMS Consolidation Area and has insufficient roads capacity. Relevant GMS guidelines will apply (See Section 3 and the SDF 2010/11)

DEVELOPMENT OBJECTIVE To enhance the sub area as a vibrant and functional office and retail node with a significant

high-density residential component.

INTERVENTIONS

GUIDELINES

1.1. Promote and contain development in the area demarcated as part of this regional node.

� Implement the Nodal Strategy. � Support the development of further office,

retail and value mart type development. � Support the expansion of the node onto

the Farm Bergvalei. � Support further office development in the

node. � The development of Woodmead

Extension 8 must protect and take cognisance of the low-density residential houses to the east and within the township.

� Support high-density residential densities in the node (+100du/ha).

� Support the development of social and community facilities in the node.

� Residential areas outside the Sub Area must be protected from the intrusion of non-residential uses.

� Offices/ retail/ value mart type developments to be permitted in Buccleuch in the area between the M1/N1 Highway to the West and the Old Pretoria Main Road to the East.


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1.2. Promote Residential densification within Buccleuch

� In the Buccleuch township apply the following residential densification guidelines: - Standard density: 20 dwelling units

per hectare. - Increased densities may be

considered subject to an SDP illustrating the application’s relationship to the surrounding area.

� Residential densities to be guided by availability of services.

1.3. Improve and maintain a high level of mobility within this Sub Area.

� Undertake measures to improve mobility and relieve congestion on Woodmead Drive between the M1 interchange and Woodlands Drive.

1.4. Woodmead Drive and Pretoria Main/Eastern Service Road have been classified as Mobility Spines.

� Promote non-residential and high-density residential development (+100du/ha), within the Woodmead Node.

� No direct access to be taken off Woodmead Drive, Old Pretoria Main/Eastern Service Road without traffic lights.

� Old Pretoria Main/Eastern Service Road is a proposed BRT route.

1.5. Woodlands Drive has been classified as a Mobility Road

� Support Nodal Development.

1.6. Protect and enhance the environment � Develop a pedestrian walkway system through the node that facilitates access to public transport facilities and to Alexandra.

� Johannesburg Water recognizes parts of the Sub Area as experiencing Storm Water constraints.


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PLAN 23: SUB AREA 9 – WOODMEAD NODE


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SUB AREA 10 (FARM WATERVAL, JUKSKEI VIEW EXTENSIONS)

FARM WATERVAL, JUKSKEI VIEW EXTENSIONS

(JUKSKEI VIEW EXTENSIONS)

This is a large tract of vacant privately held land in the north of the region that is earmarked for development

The majority of the Sub Area falls within the GMS Consolidation Area and has insufficient electrical

and roads capacity. Parts of the Sub Area in close proximity to the Midrand Station and the Gautrain shunting yard are identified as part of the GMS Public Transport Priority Areas.

Relevant GMS guidelines will apply (See Section 3 and the SDF 2010/11)


Release land for development, while taking cognisance of environmental sensitivities on the property

as contained in Development Objective 2.

INTERVENTIONS

GUIDELINES

1.1. Promote sustainable economic development in the area formed by the N1 freeway to the west, the proposed K60 to the south, the Gautrain railway to the east and Allandale Road to the north

� Develop Jukskei View Extensions 1 and 6 industrial/ commercial townships.

� Light industrial and commercial uses are promoted at a FAR of 0.5. This guideline excludes the quarry and takes Development Objective 2 into account.

1.2. Promote sustainable economic development in the area formed by the Gautrain shunting yard to the west, the Farm Modderfontein to the south and the proposed K113/115 to the east

� Develop the Gautrain maintenance yard and railway line.

� Light industrial and commercial uses are promoted.

1.3 Develop Mobility Roads in order to facilitate development and to link the Sub Area with the rest of the City.

� Construct the proposed K60 / K111 / K113/ K115.

1.4 Develop economic and low income housing in the area defined by the Gautrain Railway in the west, Waterval Cemetery in the south and Allandale Road in the north east

� Economic and low-income housing will be supported at densities between 40-70du/ha.

� Provision must be made for the required social facilities.

� Retail and office uses for residents shall be permitted at defined neighbourhood nodes in support of the residential developments.

� Safe pedestrian and vehicular access must be provided across the proposed provincial roads (K60/ K113/K115).


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1.5 Develop a range of housing typologies north of Buccleuch in the area formed by the K101 to the west, Buccleuch township to the south, the Gautrain railway to the east and the proposed K60 to the north

� Support residential densities of 25du/ha. � Higher residential densities will be

considered along existing and proposed Mobility Roads and Spines.

� Retail and office uses for residents shall be permitted at defined neighbourhood nodes in support of the residential developments.

� Access to proposed development to be provided from the K101, Buccleuch Township and the proposed K60.

� Bridges facilitating access to be built over the Modderspruit and Jukskei Rivers.

� Vehicular crossings of the watercourses to be limited.

1.6 Construct the Gautrain Rapid Railway � Construct the railway line through the Sub Area.

� Construct the Shunting yard in the Sub Area.

1.7 Allandale Road is a Mobility Spine � Allandale Road is part of the proposed Strategic Public Transport Network.


Protect and enhance the environment in this Sub Area by taking cognisance of environmental

sensitivities on the property.

INTERVENTIONS

GUIDELINES

2.1 Enhance and protect the Environment � A landscape management plan must be submitted and approved prior to the approval of a land development proposal on Farm Waterval.

� Manage the Waterval Regional Cemetery. � Development shall take cognisance of the

environmental sensitivities of the Sub Area. � The provision of parks and open spaces for

new developments in terms of City Parks Guidelines shall be non-negotiable.

� Steps shall be taken to cater for Red data species and endangered biomes found on the Farm.

� No development shall take place within the 1:50 and 1:100 year flood line of the Jukskei River or its tributaries.

� Johannesburg Water recognizes parts of the Sub Area as experiencing storm water constraints.

� No development shall take place on wetlands.

� No noxious industry that might pollute the Jukskei River, or its tributaries, shall be permitted in the Sub Area


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To ensure the quarry operation, which is an important source of building and construction material that contributes to the economic growth of the metropolitan area, has a minimal impact on

surrounding development and the environment

INTERVENTION

GUIDELINES

3.1. Monitoring, management and strict adherence to national legislation governing quarries and other mining operations

3.2. Any development taking place in the vicinity of quarry operations shall comply with the approved EMP for the operation and take cognisance of the mining operation plan as contained in the EMP and the associated mitigation and management measures

3.3. The erection or construction of any buildings, roads, railways, or any structure within a horizontal distance of 100 metres from the workings of the mine or quarry shall comply with the requirements of the Mine Health and Safety Act (Act 29 of 1996) and the associated Mine Health and Safety regulations

� Refer to the approved Environmental Management Plan (EMP) as required in terms of the Mineral and Petroleum Resources Development Act (Act 28 of 2002).

� The Department of Development Planning and Urban Management identifies the quarry site as a possible future open space.


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PLAN 24: SUB AREA 10 – FARM WATERVAL


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SUB AREA 11 (RIVER CLUB, MORNINGSIDE)

RIVER CLUB, MORNINGSIDE

(BENMORE GARDENS, BENMORE GARDENS EXTENSIONS, DALECROSS, DUXBERRY, DUXBERRY EXTENSION 1 FARM DRIEFONTEIN, HURLPARK, LITTLE FILLAN, LITTLEFILLAN

A.H., MOODIE HILL, MOODIE HILL EXTENSIONS, MORNINGSIDE, MORNINGSIDE EXTENSIONS, PARKMORE EXTENSION 1, RIVER CLUB, RIVER CLUB EXTENSIONS,

SANDHURST EXTENSION 4)

This Sub Area consists predominantly of low and medium density residential stock. Due to the location of the Sub Area in relation to Sandton and to the Sub Area’s good accessibility, the area is

under pressure for further densification and for the development of non-residential uses.

The Sub Area falls within the GMS Consolidation Area and has insufficient electrical and roads capacity. Certain erven in the east of the Sub Area form part of the GMS Public Transport Priority

Area (See Sub Area Map). Relevant GMS guidelines will apply (See Section 3 and the SDF 2010/11)



INTERVENTIONS

GUIDELINES

1.1. William Nicol Drive is identified as a Mobility Spine.

� William Nicol Drive between Republic Road and Sandton Drive is a future BRT Route.

� Support high-density residential development adjacent to William Nicol Drive (Support 70-90du/ha).

� No direct access permitted from William Nicol Drive unless controlled by traffic lights.

1.2. Outspan Road, Ballyclare Drive and Coleraine Drive (Between Ballyclare and 15

th Street, Parkmore) have been

classified as Mobility Roads.

� Promote high-density residential development along Outspan Road and Ballyclare (Support 30-50du/ha).

� Promote residential densification along Coleraine Drive (30du/ha) between Ballyclare Road and 15

th Street Parkmore.

� Limit access to Outspan Road, Coleraine Drive and Ballyclare Drive.


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INTERVENTIONS

GUIDELINES

2.1. Contain non-residential development to demarcated areas within the sub area.

� Support the development of a node at the intersection of William Nicol Drive and Republic Road in support of the Bus Rapid Transit System.


Enhance the public realm of this Sub Area.

INTERVENTIONS

GUIDELINES

3.1. Protect the Environment � Protect the open space along the Braamfontein Spruit and its tributaries and enforce the 1:50 and 1:100 year floodline

� Parts of the Sub Area are recognized by Johannesburg Water as experiencing storm water constraints

� Protect and enhance Parks and open space within existing residential areas, notably Forest Farm/ Field and Study Centre (Farm Driefontein). Any development proposals and the design thereof must enhance the use of the open space function.


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BRT GUIDELINES


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PLAN 25: SUB AREA 11 MORNINGSIDE / RIVERCLUB


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SUB AREA 12 (BENMORE GARDENS, EDENBURG, MORNINGSIDE)

MORNINGSIDE AREA

(BENMORE GARDENS, EDENBURG, MORNINGSIDE, MORNINGSIDE A.H., MORNINGSIDE A.H. EXTENSION 1, MORNINGSIDE EXTENSIONS

MORNINGSIDE HILLS, NORTHERN ACRES PROPER, SUNSET ACRES, SUNSET ACRES EXTENSIONS)

This is a Sub Area that is increasingly characterised by high residential densities with non-

residential intrusion on Rivonia Road. Infrastructure capacity is a problem, as is traffic mobility on Rivonia Road.

The Sub Area falls within the GMS Public Transport Priority Area and is intersected by a Bus

Rapid Transit Route (See Section 3 and the SDF 2010/11)


Support residential densification in the Sub Area in terms of infrastructure capacity; prevent further non-residential development on Rivonia Road; and implement measures to improve

mobility on Rivonia Road.

INTERVENTIONS

GUIDELINES

1.1 Support the intensification of uses in support of the Bus Rapid Transit System on Rivonia Road.

� Implement the Bus Rapid Transit System.

� Apply the Parktown/Sunninghill BRT Land Use and Design Guidelines (2007) to the Sub Area as pertains to the defined zones.


1.2 Support nodal development to facilitate the sustainability of the Bus Rapid Transit System at identified locations.

� Apply the Parktown/Sunninghill BRT Land Use and Design Guidelines (2007) to the Sub Area.

1.3 Rivonia Road is classified as a Mobility Spine.

� Ensure that Rivonia Road as well as roads that intersect Rivonia Road has pedestrian walkways in order to facilitate the Bus Rapid Transit initiative.

� Apply the Parktown/Sunninghill BRT Land Use and Design Guidelines (2007) to the Sub Area.

� No further direct access permitted off Rivonia Road.

1.4 Summit Road, Outspan Road, Kelvin Drive, South Road are classified as Mobility Roads.

� Limit direct access off Mobility Roads. � Apply the Parktown/Sunninghill BRT

Land Use and Design Guidelines (2007) to the Sub Area.


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BRT GUIDELINES


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Plan 26: Sub Area 12 - Morningside


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SUB AREA 13 (STRATHAVON, MORNINGSIDE EXTENSIONS, ATHOLL NORTH)

STRATHAVON, MORNINGSIDE EXTENSIONS, ATHOLL NORTH

(ATHOLL EXTENSION 12, ATHOLL GARDENS, EASTGATE, EASTGATE EXTENSIONS, MORNINGSIDE EXTENSIONS

SANDOWN EXTENSIONS, SIMBA, STRATHAVON, STRATHAVON EXTENSIONS)

This area is characterised by low to medium density residential development. The area is located near the Sandton CBD as well to the industrial areas to the east and southeast.

The Sub Area falls within the GMS Consolidation Area and has insufficient roads capacity. Certain erven in the west and south of the Sub Area form part of the GMS Public Transport Priority Areas (BRT/ Sandton UDF)(See Sub Area map). Relevant GMS guidelines will apply (See Section 3 and

the SDF 2010/11)


Maintain the residential nature of the Sub Area

INTERVENTIONS

GUIDELINES

1.1 Support residential densification in support of the Bus Rapid Transit System on Rivonia Road and the Sandton Urban Development Framework.

� Implement the Bus Rapid Transit System. � Apply the Parktown/Sunninghill BRT Land

Use and Design Guidelines (2007) to the Sub Area as pertains to the defined zones (See guideline table).

� Apply guidelines for Management District 4 and 8 of the Sandton Urban Development Framework, where applicable.


1.2. Grayston Drive, South Road and Katherine Street have been identified as Mobility Roads.

� Apply guidelines for Management District 4 and 8 of the Sandton Urban Development Framework, where applicable.

� No further direct access off Grayston Drive, or Katherine Street.

� Limit direct access off South Road. � No further non-residential uses will be

permitted on South Road in Sandown Extension 24.

1.3 Contain non-residential uses in Simba � No further non-residential uses to be permitted on erven beyond Ann Crescent to the north and Linden Place to the west.


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1.4 Contain the neighbourhood node at the intersection of South and Amanda Road to Erven 262 and 263 Morningside Ext. 36, Erven 317 and 318 Morningside Ext. 44, and Erven 320, 324, RE/1463 and 1624 Morningside Ext. 45.

� No further non-residential development to be permitted outside the existing footprint of non-residential development.

1.5. Protect the environment

� Protect the Sand Spruit as an integral part of the open space system.

� Enforce the 1:50 and 1:100 year flood line. � Protect and enhance Parks and open

space within existing residential areas.


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BRT GUIDELINES


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PLAN 27: SUB AREA 13 – SANDOWN/STRATHAVON


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SUB AREA 14 (M1 COMMERCIAL AND INDUSTRIAL NODE)

M1 COMMERCIAL AND INDUSTRIAL NODE

(BARLOW PARK EASTGATE EXTENSIONS, KELVIN VIEW, KEW INDUSTRIAL, MARLBORO NORTH, MARLBORO SOUTH, KRAMERVILLE, STRATHAVON EXTENSION 11, WESCO

PARK, WYNBERG, WYNBERG EXTENSIONS) This node is an established industrial and commercial node that has the potential to create

employment for residents of neighbouring townships. Issues that need to be addressed to ensure that this objective becomes reality include improving the image of the industrial node by improving security, preventing illegal occupation of buildings and encouraging the development

of a quality urban environment. The Sub Area falls within the GMS Public Transport Priority Area and is intersected by the Phase 1b Bus Rapid Transit Route (Randburg to Alexandra)(See Section 3 and the SDF 2010/11)


To enhance, maintain and promote the Sub Area as a vibrant industrial employment node.

INTERVENTIONS

GUIDELINES

1.1. Facilitate improved security in the area � Deploy in association with property owners and industrialists an effective and efficient security system.

� Adopt a zero tolerance approach in respect of illegal occupation of buildings.

1.2. In Marlboro South support the development of high-density residential developments with associated social facilities in the polygon defined by 4

th Avenue, First Street,

7th Avenue and 5

th Street to address the

illegal occupation of factories.

� Support the provision of low income housing solutions within the Sub Area.

� Support high-density residential development.

1.3. In Marlboro South support the development of a high security Industrial Park in the polygon defined by: Pretoria Main Road, Florence Maposho Street / First Street, 4

th

Avenue (Marlboro South) and 5th Street (Marlboro South).

� Support the revitalisation of the industrial/commercial function within this section of Marlboro.

� Minimise the impact of the Industrial/Commercial Park on the proposed residential component of the sub area.

1.4 Facilitate the integration of the industrial area with the surrounding residential neighbourhoods.

� Implement the Kew / Wynberg / Marlboro Industrial Area Development Framework (2009).

� Encourage the extension of Lilium Avenue by constructing a link at Lilium Avenue (Marlboro Gardens) through to 4

th Avenue

(Marlboro South) after engaging with the relevant stakeholders.


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1.5 Permit non residential development on the interface of the Sub Area with Alexandra


� Support office and retail development at the intersection of Wynberg Road with Eleventh Road.

� Construct retail and informal trading facilities within the triangle formed by Louis Botha Avenue, Watt Avenue and First Avenue.

1.6 Louis Botha Avenue/Pretoria Main Road/Eastern Service Road and Watt Avenue are identified as Mobility Spines

� Permit retail, industrial and commercial uses adjacent to the Mobility Spine.

� Develop and maintain the pedestrian linkage between the industrial areas, the public transport facilities and Alexandra.

� Develop and maintain the pedestrian linkage between Alexandra and the Johannesburg Central Business District.

� Ensure provision of adequate public transport facilities.

1.7 Arkwright Avenue, Katherine Street, Marlboro Drive, Ninth Road, South Road and Wynberg Road are Mobility Roads

� No further direct access to erven is permitted off these roads.

� These Mobility Roads are identified as critical-east west mobility roads.

� Ensure that limited access is permitted off Vincent Tshabalala Road and that access be controlled by traffic robots.

� Mobility on Marlboro Drive will be impaired by the construction of the Gautrain Project

� Support industrial and commercial uses adjacent to Marlboro Drive.

� Permit non-residential activities along the eastern extent of Katherine Street

� On Ninth Road and Canning Road permit: - Mixed Use - light industry commercial

and residential (30-50du/ah) along the northern extent

- Residential densification on the southern extent (support 30-50du/ha)

1.8 Grayston Drive, Watt Avenue, Third Street (Wynberg) have been identified as part of the Bus Rapid Transit System

� Support the implementation of the Bus Rapid Transit System from Randburg to Alexandra. Intensification of non-residential uses will be considered.

1.9 Support the redevelopment of Barlow Park � Support the development of a mixed use development in Barlow Park

� Permit the highest intensities at the interface of the property with the M1 highway

� Ensure that adequate attention is given to the interface between the property and Innesfree Park, and between the property and Katherine Street.


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1.10 Protect the environment � Protect existing open space from: - Illegal dumping - Land invasions

� Protect and retain Innesfree Park as an important open space

� Enhance and support measures to upgrade of the M1 / Grayston Drive on- and off-ramps.


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Plan 28: Sub Area 14 – M1 Commercial and Industrial Areas


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Plan 29: Kew / Wynberg / Marlboro Industrial Area Development Framework (2009)


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SUB AREA 15 (KELVIN /MARLBORO GARDENS)

KELVIN / MARLBORO GARDENS

(KELVIN, MARLBORO, MARLBORO GARDENS, MARLBORO GARDENS EXTENSION 1)

These are established residential areas adjacent to industrial and commercial uses to the west and Alexandra to the south and east. The development of the Gautrain Rapid Railway, the

Marlboro Station and the proposed Frankenwald development on the Farm Bergvalei impacts on these residential areas.

The Sub Area falls within the GMS Consolidation Area and has insufficient roads capacity. Relevant

GMS guidelines will apply (see Section 3 and the SDF 2010/11)


To retain this Sub Area as a sustainable residential neighbourhood.

INTERVENTIONS

GUIDELINES

1.1. Promote residential densification

� Support 80-100 du/ha east of Zinnia Drive. � Support 200 du/ha between Marlboro

Drive and the Gautrain Rapid Railway line. � Support 80 du/ha on Erven 40 and 232

Marlboro Gardens Extension 1. � Support the development of medium to

high density housing in council owned land as part of the ARP’s de-densification strategy for Alexandra.

1.2. Eastern Service Road / Old Pretoria Main Road has been classified as a Mobility Spine.

� No direct access to erven off the Eastern Service Road/Old Pretoria Main Road without traffic lights.

1.3. Marlboro Drive has been classified as a Mobility Road.

� Marlboro Drive is identified as a critical east-west movement route.

1.4 Protect the Environment

� Protect existing parks and public open space within the Sub Area

� Enhance and support appropriate safety and security measures within the Sub Area.

� Parts of the Sub Area are recognized by Johannesburg Water as experiencing Storm Water constraints.


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To enhance the local economic activity and viability in the sub area

INTERVENTIONS

GUIDELINES

2.1 Permit non-residential development in existing neighbourhood nodes and industrial areas:

o Southway Road between Raymond Street and Old Pretoria Main Road.

� No non-residential development will be permitted outside the demarcated nodal boundary.

� Support non-residential development on Portion 1, 2 and 3 of Erf 16 Kelvin at an FAR of 0,3.

� Non-residential/commercial uses may be supported on Portion 4 of Erf 16 Kelvin at an FAR of 0,5.

� Support residential development on Portion 5 of Erf 16 Kelvin (up to 40du/ha).

� Support residential densification directly adjacent to the neighbourhood node up to 20du/ha.

2.2 Protect the Environment � Protect existing parks and open spaces within the Sub Area.


To enhance the public realm in the sub area

INTERVENTIONS

GUIDELINES

3.1 Protect the Environment � Protect existing parks and public open space within the Sub Area


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Plan 30: Sub Area 15 – Kelvin / Marlboro Gardens


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SUB AREA 16 (ALEXANDRA / FARM BERGVALEI)

ALEXANDRA / FARM BERGVALEI

(ALEXANDRA, ALEXANDRA EAST BANK, ALEXANDRA EXTENSIONS, FAR EAST BANK, FARM EAST BANK EXTENSIONS, FARM BERGVALEI (FRANKENWALD) AND FARM

WATERVAL, RIVER PARK)

This predominantly low-income residential area is receiving direct intervention through the Alexandra Renewal Project. The aim is to maximise economic opportunities and provide an acceptable living

environment.

The Sub Area includes a GMS Marginalized area, namely Alexandra. It also falls within a GMS Public Transport Priority Area and includes the Marlboro Gautrain Station. Relevant GMS guidelines will

apply (see Section 3 and SDF 2010/11)


To reinstate Alexandra as a viable and sustainable residential suburb and to integrate the area

with the rest of the City through the redevelopment of the transportation system and the construction of the Gautrain Rapid Rail Link.

INTERVENTIONS

GUIDELINES

1.1. Promote the development of Farm Bergvalei (Frankenwald)(Buccleuch Extension 2) in support of the Gautrain Rapid Railway.

� Construct 3500 Social housing units in Buccleuch Extension 2.

� Apply densities of up to 200 dwelling units/ ha on Buccleuch Extension 2.

� Delivery of land, infrastructure and housing to occur in accordance with the Memorandum of Understanding between the Province, Council and landowner.

� Promote residential development along the common boundary with Kelvin.

� Support office, commercial and industrial development along the western side of the N3 on the Farm Bergvalei to the east of the Jukskei River.

� Promote high intensity mixed use development between the Jukskei River and the residential development promoted along the edge of Kelvin.

1.2. Eradicate Informal Settlements � Apply Alexandra Renewal Project Housing Strategy.

� Support appropriate housing solutions within the vicinity of the Alexandra township


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1.3. Relocate people living in life threatening, stressful conditions and unsafe structures to suitable areas within the vicinity of Alexandra.

� Relocate the families from Sejwetla Informal Settlement, the tributaries of the Jukskei River, existing school sites and backyard shacks.

� Provide the necessary infrastructure and social services.

1.4. Develop remaining portions of available land in the vicinity of Alexandra as residential township for low-income earners (Far East Bank Ext 9 and 10, Erven 45 and 46 Far East Bank, Marlboro Gardens and Rover Park).

� In accordance with the new housing subsidy mechanisms and the Alexandra Renewal Project’s Housing Strategy

� Develop subsidy and affordable rental housing

� Apply densities of between 70-250 du/ha.

1.5. Upgrade existing hostels into sustainable accommodation.

� Redevelop or convert Nobhule, M1 and Helen Joseph Hostels

1.6. Re-develop Alexandra by means of a variety of housing typologies on an incremental basis

� Implement the Alexandra Development Framework (2002)

� Formalise townships � Assessment of redevelopment area in

terms of: - Usability of existing infrastructure and

housing. - Heritage possibilities. - Occupancy profile

1.7. Support the development of a district node focused on the Gautrain Station under construction on Marlboro Drive.

� Apply Gautrain Station Functional Guidelines.

� Implement the Marlboro Urban Development Framework (2008).

� Support the development of a public transport interchange at the Marlboro Station.

� Support high density residential development within the node.

� Support office and retail development.

1.8. Support the development of the Gautrain Rapid Railway through the Sub Area.

� Implement the Marlboro Urban Development Framework (2008).

� Integrate the Gautrain public transport feeder network with the City’s Rea Vaya initiative.

� Support a pedestrian bridge link between the north of Marlboro Drive and the station to the south.

1.9. Marlboro Drive and Vincent Tshabalala Road have been classified as Mobility Roads.

� Marlboro Drive and Vincent Tshabalala Road are identified as part of critical east-west movement routes.

� Ensure that limited access is permitted off Vincent Tshabalala Road and that this access be controlled by traffic lights.

� No further access to be permitted off Marlboro Drive.

� Improve pedestrian safety along Vincent Tshabalala Road and Marlboro Drive.


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1.10. Upgrade and improve the following routes to increase linkages and integration thus reducing the isolation of Alexandra.

� Florence Moposho – Far East Bank Drive. � Vincent Tshabalala Road – Wynberg � Grayston Drive/ Watt Avenue/ Alfred Nzo

Road. � Corlett Drive –Ninth Road. � Wynberg - Canning Road.

1.11. Promote public transport to improve access to employment and other urban opportunities for Alexandra residents.

� Implement the Bus Rapid Transit System between Randburg and Alexandra. Roads affected include 1

st Avenue, Alexandra,

Alfred Nzo Street, Sam Buti Street, 12th

Avenue and 15th Avenue, Alexandra.

� Support the internal circulation of public transport within Alexandra to support the Bus Rapid Transit System.

� Improve pedestrian access within Alexandra and between Alexandra and its neighbouring townships.

1.13. Implement Resource Conservation.

� Apply Alexandra Environmental Study. � Promote the establishment of buy-back

centres for recyclable materials. � Protect the Jukskei River as an open

space. � Support the development of a green belt

along the Jukskei River in the Farm Bergvalei and Far East Bank (cf. Marlboro Station UDF, 2008).

1.14. Address the lack of open spaces in Alexandra by creating public open spaces throughout Alexandra and the Far East Bank

� In accordance with the Greater Alexandra Renewal Project Development Framework.

� Johannesburg Metropolitan Open Space System.

� Parts of the Sub Area are recognized by Johannesburg Water as experiencing storm water constraints.


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Plan 31: Sub Area 16 – Alexandra/ Farm Bergvalei


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Plan 32: Marlboro Station Urban Development Framework


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SUB AREA 17 (LINBRO BUSINESS PARK)

LINBRO BUSINESS PARK

(FRANKENWALD/ FRANKENWALD EXTENSIONS)

This high quality industrial node is currently outside the broader urban fabric. It does however have good access to the N3 highway and is situated between Sandton, Kempton Park and Johannesburg

International Airport.

The Sub Area falls with a GMS Consolidation Area. Relevant GMS guidelines apply (See Section 3 and the SDF 2010/11),


To consolidate non-residential development along the N3.

INTERVENTIONS

GUIDELINES

1.1. Improve accessibility to the Sub Area

� Encourage the construction of K-113; Extending Marlboro Drive eastwards to link with the proposed K-113 and K-115

� Construct the Gautrain Rapid Rail Link and Marlboro Station node.

� Upgrade the N3 interchanges at London Road and Marlboro Drive.

� Ensure that public transport facilities are provided at commercial developments to ensure that people may access these employment opportunities.

� Construct a secure pedestrian link and road linkage/s between Marlboro Station and commercial developments in Frankenwald Township.

1.2. Contribute to improving security in the area � Deploy in association with property owners and industrialists an effective and efficient security system.

1.3. Contain industrial and commercial development to the Business Park’s current footprint

� Complete construction on remaining vacant erven.

� The Sub Area is recognized by Johannesburg Water as experiencing Storm Water constraints.


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Plan 33: Sub Area 17 – Linbro Business Park


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SUB AREA 18 (LINBRO PARK AH, MODDERFONTEIN AH, LINBRO PARK LANDFILL)

LINBRO PARK AGRICULTURAL HOLDINGS, MODDERFONTEIN AGRICULTURAL HOLDINGS, LINBRO PARK LANDFILL

(LINBRO PARK A/H, LINBRO PARK EXTENSIONS, MODDERFONTEIN A.H, FARM LOMBARDY)

This Sub Area is currently outside the broader urban system. It has good access to the N3 Highway and is situated between Sandton, Kempton Park and Johannesburg International Airport. The Sub Area is currently occupied by agricultural holdings and is the site of a landfill that is currently being rehabilitated.

The Sub Area falls with a GMS Consolidation Area. Relevant GMS guidelines apply (See Section 3 and the SDF 2010/11),


Develop Linbro Park Agricultural Holdings and the Modderfontein Agricultural Holdings as a

sustainable human settlement.

INTERVENTIONS

GUIDELINES

1.1. Develop Linbro Park as a high density residential area with supporting uses in keeping with the Breaking New Ground policy document

� Implement the Development Framework: Linbro Park (2008), with due consideration for the Road Network Masterplan (2009) – implications for access and egress.

� Provide +/- 5 000 housing opportunities as part of the de-densification programme of the ARP on land to be identified.

1.2. Improve accessibility to the Sub Area � Encourage the construction of K-113; the construction of the PWV3 as an extension of London Road; and extending Marlboro Drive eastwards to link with the proposed K-113 and K-115.

� Construct the Gautrain Rapid Rail Link and Marlboro Station node.

� Upgrade the N3 interchanges at London Road and Marlboro Drive.

� Ensure that public transport facilities are provided at commercial developments to ensure that residents from Alexandra may access these employment opportunities.

1.3. Develop a comprehensive road network to support the land uses

� Apply the JRA Road Network Masterplan as a guideline

1.4. Support the rehabilitation and development of a recreational/ educational facility on the Linbro Park Landfill Site, to complement the Modderfontein Conservation Area.

� Apply the Linbro Park Landfill Site Permit Conditions.

� Comply with NEMA regulations for environmental management and compliance.


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Plan 34: Sub Area 18 – Linbro Park, Modderfontein Agricultural Holdings and Linbro Park land Fill (Linbro Park Development Framework)


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SUB AREA 19 (AECI MODDERFONTEIN)

AECI MODDERFONTEIN

(EDENVALE EXTENSION 1, FOUNDERS VIEW, FOUNDERS HILL, FARM KLIPFONTEIN, FARM MODDERFONTEIN, GREENSTONE HILL EXTENSIONS, GREENSTONE PARK EXTENSIONS, GREENSTONE PARK PROPER, LAKESIDE, MODDERFONTEIN

EXTENSIONS, PINELANDS, SEBENZA EXTENSION 6, THORNHILL AND WESTFIELD)

This Sub Area is in the process of being integrated into the broader urban system. It has good access to the N3 highway and is situated between Sandton, Kempton Park and Johannesburg

International Airport. The construction of the Gautrain Rapid Rail link through the Sub Area and the development of the Marlboro Station will act as a catalyst for the development of the area.

The Sub Area is one of last remaining large vacant tracts of land in the City. It is therefore critical that it be developed as a sustainable human settlement.

The Sub Area falls within the GMS Consolidation Area and has insufficient electrical and roads

capacity. Relevant GMS guidelines will apply.


Develop a high quality, sustainable human settlement

INTERVENTIONS

GUIDELINES

1.1 Allow appropriate density development in accordance with market demand.

� Land south of Modderfontein Road, matching economic level of Dower Glen and Marais Steyn Park.

� On land immediately north of Modderfontein Road, matching the economic level of Lakeside and Thornhill

1.2. Address the need for low and low to middle income housing in the region

� Promote the development of social housing opportunities at West Lake east of Linbro Park.

� Promote the development of low-income to middle income bonded housing with associated social facilities at Highlands on Allandale Road.

� Implement the guidelines pertaining to the provision of inclusionary housing in terms of the Breaking New Ground Policy on the Modderfontein Property.


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1.3. Implement the Modderfontein Development Framework – Volume 1: Overall Contextual Framework (2009)

� The Modderfontein Contextual Framework (2009) is a guide to the development of more detailed precinct plans and not a guideline for the approval/refusal of development applications.

� No development shall occur until a relevant detailed precinct plan has been submitted and approved by the Directorate: Development Planning and Facilitation.

� All developments within the Modderfontein Land Holding shall be in accordance with the relevant detailed precinct plan.

1.4. Support non-residential development within parts of the Sub Area

� Support the redevelopment and consolidation of the existing AECI factory and associated industrial areas

� Greenstone Mall and associated non-residential developments south of Modderfontein Road are recognized as a Regional Node.

� Support the concept of a Regional Node in support of the proposed Gautrain Station on the Farm Modderfontein.

1.5. Open up the area for development by the construction of a number of critical mobility roads through the Sub Area.

� Construct the K60 / K111 / K113/ PWV 3/ K115/ extension of Marlboro Drive.

1.6 Modderfontein Road has been classified as a Mobility Spine.

� Support residential development along Modderfontein Road. Promote medium to high density residential (40-80 du/ha).

� Support the consolidation of existing non-residential uses.

� No further access to be allowed to erven off Modderfontein Road unless controlled by a traffic light.

� Modderfontein Road is a proposed route on the Strategic Public Transport Network.

1.7 Construct the railway line through the Sub Area

� Implement the Gautrain Rapid Rail Project.

1.8 Protect the environment � Enhance and protect the Modderfontein Conservation Area.

� Protect Red data species that may occur within the Sub Area.

� Development must take cognisance of environmentally sensitive areas in the Sub Area.


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Plan 35: AECI Modderfontein


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Plan 36: Modderfontein Contextual Framework (2009)


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Plan 37: Greenstone Hill Regional Node


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SUB AREA 20 (ATHOLL EXTENSION 12, CHISLEHURSTON, DENNEHOF, DENNEHOF

EXTENSIONS)

SANDTON BUSINESS DISTRICT (ATHOLL EXTENSION 12, CHISLEHURSTON, DENNEHOF, DENNEHOF EXTENSIONS,

EASTGATE EXTENSION 20, INANDA EXTENSION 1, MORNINGSIDE EXTENSIONS SANDOWN, SANDOWN EXTENSIONS, SANDHURST EXTENSION 3, STRAHAVON

EXTENSION, WIERDA VALLEY, WIERDA VALLEY EXTENSION 1)

This Sub Area is a critical financial and commercial metropolitan node of the City of Johannesburg.

The Sub Area falls within a Public Transport Priority Area. The Sub Area is the location of the Sandton Gautrain Station and is intersected by the Bus Rapid Transit System along Rivonia Road.

Relevant GMS guidelines will apply.


To retain, enhance and redevelop this Metropolitan Node as a critical financial and

commercial node.

INTERVENTIONS

GUIDELINES

1.1 Improve and maintain a high level of functionality and accessibility to and within the Sub Area in support of: � The construction of the Gautrain

Station on Rivonia Road between 5th

Street and West Street � The Implementation of the Bus Feeder

and Distribution System of the Gautrain Rapid Rail Link

� The implementation of the Bus Rapid Transit (BRT) route through Sandton

� The promotion of pedestrian movement through the Sandton Sub Area in support of the proposed public transport systems

� Implement the Sandton Urban Development Framework (Copies of the Sandton Urban Development Framework are available from the Directorate: Development Planning and Facilitation) as the guiding document for the future development of Sandton.

� Upgrade pedestrian linkages between Alexandra and Sandton (cf. NMT).

1.2 Promote design excellence within the Sub Area.

� Implement the Sandton Urban Development Framework

� Apply the BRT Land Use and Design Guidelines (2007).

1.3 Protect existing public spaces and create new open spaces and walkways that are visually exciting and vibrant. � Provide places of relaxation in

pedestrian spaces. � Develop new private and public open

spaces within the Sub Area.

� Implement the Sandton Urban Development Framework.


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Plan 38: Sub Area 20 – Sandton Business District


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Plan 39: Sandton Urban Development Framework (2008)


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SUB AREA 21 (MELROSE NORTH, ATHOLL, WAVERLEY, BRAMLEY)

MELROSE NORTH, ATHOLL, WAVERLEY, BRAMLEY

(ATHOLL, ATHOLL EXTENSIONS, ATHOLL GARDENS, ATHOLHURST, ATHOLHURST EXTENSION 1 BIRNAM, BRAMLEY, BRAMLEY EXTENSION 1, BRAMLEY GARDENS,

BRAMLEY NORTH, BRAMLEY NORTH EXTENSIONS, BRAMLEY PARK, CHISLEHURSTON EXTENSION 1 ELTON HILL, ELTON HILL EXTENSIONS, FAIRWAY, GLEN ATHOLL, GLEN

ATHOLL EXTENSION 1, GRESSWOLD, HIGHLANDS NORTH, HIGHLANDS NORTH EXTENSIONS, ILLOVO EXTENSIONS 1, ILLOVO, INANDA, INANDA EXTENSION 1,

KENTVIEW, MELROSE EXTENSIONS MELROSE NORTH, MELROSE NORTH EXTENSIONS RAUMARAIS PARK, SANDOWN EXTENSION, SAVOY ESTATE, WANDERERS, WAVERLEY,

WIERDA VALLEY, WINSTON RIDGE, WYNBERG EXTENSION 5)

This large Sub Area consists of a variety of residential types. The District Node of Melrose Arch and its surrounds, a small portion of Illovo Regional Node, as well as the Wanderers Sports Node

fall within the Sub Area. The Sub Area is also adjacent to the Sandton node. The M1 Highway, Rivonia Road and Louis Botha Drive Mobility Spine facilitate North/South mobility. The critical east/west Mobility Roads in the Sub Area are Corlett Drive, Glenhove Road, Pretoria Avenue,

Woodyatt Avenue, Atholl Road, Northview Road and Johannesburg Road.

� The Sub Area falls within the GMS Consolidation Area and has insufficient

infrastructure capacity. Relevant GMS guidelines will apply.


To retain and enhance the residential character and ambience of this Sub Area by managing

non-residential development.

INTERVENTIONS

GUIDELINES

1.1. Implement the Precinct Plan for the Melrose/Waverley District Node.

� Contain the non-residential uses within the Melrose Node and the western extent of Scott Street as per the Melrose/Waverley Node Precinct Plan.

� Contain the node within its existing boundaries.

1.2 Support the development and enhancement of the Illovo Regional Node.

� Support high-density residential and non-residential densification within the node.

� Developments must be integrated with pedestrian movement and the Bus Rapid Transit Route initiative on Oxford Road.

� The application of the Illovo/Inanda Precinct Plan will have precedence over the BRT Land Use Guidelines (Parktown/Sunninghill).


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1.3. Support the redevelopment and management of the Balfour/Highlands North District Node

� Develop adequate facilities for taxis and buses.

� Facilitate the integration of the node with the future public transport route on Louis Botha Avenue and Atholl Road.

� Promote non-residential intensification within the Node.

� Support a F.A.R of 0.4 for offices and retail uses on erven on the western and southern boundaries of the node.

1.4. Contain the neighbourhood node at the intersection of Wrenrose and St Andrew Streets

� Contain the node within the existing development footprint.

� Support residential densification (20du/ha) adjacent non-residential uses.

1.5 Support strategic residential densification and mixed-use development

� Support of applications for residential densification or non-residential development is dependent on the availability of infrastructure and services.

� Due to the proximity of the wedge (formed by Glen Road, Andries Street South and the M1) to Alexandra and Wynberg, and the presence of prominent tertiary and secondary institutions, promote the wedge for mixed-use land uses favouring institutional (educational) and higher density residential (20-70du/ha).

� Support higher-density residential development in the triangle formed by Corlett Drive, Atholl-Oaklands Road and the park strip south of Lymington Avenue (Support 20-90du/ha).

� Support higher density residential (20-90 du/ha) development within the Balfour Park/Highlands North Node.

� Support higher density residential development on Atholl-Oaklands Road and on the eastern extent of Scott Street (30-50du/ha)

1.6 Manage the densification of Illovo Extension 2, Illovo Extension 3, Inanda and part of Atholl, including Atholl Extension 4 and Extension 9.

� Implement the approved Illovo/ Inanda Precinct Plan (Copies available from the Directorate: Development Planning and Facilitation).

� Support 10du/ha on Central Avenue. � Support medium density residential

development (20du/ha) on the western extent of First Avenue and on both extents of Otto Street.

� Contain non-residential development to the eastern extent of Rivonia Road south of Boundary Road, Inanda Extension 2 and Chislehurston.

� The application of the Illovo/Inanda Precinct Plan shall have precedence over the BRT Land Use and Design Guidelines (2007).


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1.7. Manage the densification of Atholl � Implement the approved Atholl Area Precinct Plan (2007).

1.8. Louis Botha Avenue is classified as a Mobility Spine.

� No further direct access to be permitted off Louis Botha Avenue.

� Develop and maintain the pedestrian linkage between Alexandra and the Johannesburg Central Business District.


� Support residential densification (50-70du/ha) between Berkswell and the southern extent of Waverley Road (support the consolidation of erven).

� Support high density residential development (50 -70du/ha) on the western extent of the service road west of Louis Botha Drive from north of Berkswell Road to the Balfour Park/Highlands North Node.

� Support the redevelopment of the Capri Shopping Centre, in Savoy Estate, while containing the neighbourhood node to its existing parameters.

� Contain non-residential development to the first row of erven along both sides of Louis Botha Avenue north of Corlett Drive / Ninth Road.

� Support non-residential development to the first row of erven along the western extent of Louis Botha north of Silwood Road.

1.9. Atholl-Oaklands Road (east of the M1 motorway), Athol Street, Northview Road and Corlett Drive are classified as Mobility Roads.

� Athol Street, Northview Road, and Corlett Drive are critical east-west mobility roads. Mobility along these roads must be enhanced and protected.

� No further direct access beyond existing access to be permitted, from the critical east-west mobility roads in question.

� Traffic calming measures must not impede mobility along the critical east-west mobility roads.

� Support Home Enterprises on Corlett Drive between the M1 and Louis Botha Avenue. The ancillary use guidelines for Mobility Roads (see section 3) shall not apply to this section of Corlett Drive.

� Support higher density residential development on Athol Street and Northview Road (30-50du/ha).

� Apply Melrose/Waverley Precinct Plan on Scott Street.

1.10 Develop the Wanderers Sports Node as an international sports facility

� Ensure adequate parking on site in order to minimise the impact of the node on the mobility function of Corlett Drive.

� Ensure adequate provision for public transport.


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1.11 Protect the Environment � No further non-residential or residential land uses will be supported on Inanda Club.

� Protect the open space along the Sand Spruit and its tributaries, and enforce the 1:50 and 1:100 year floodline.

� Certain parts of the Sub Area are recognized by Johannesburg Water as experiencing storm water constraints.



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Plan 40: Sub Area 21 – Atholl/ Bramley


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Plan 41: MELROSE/WAVERLEY NODE PRECINCT PLAN


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Plan 42: Illovo/Inanda Precinct Plan


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Plan 43: Atholl Precinct Plan


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Plan 44: Illovo Node


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Plan 45: WANDERERS NODE


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Plan 46: Balfour Park Node


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SUB AREA 22 (LOMBARDY EAST, KEW, SUNNINGDALE, GLENHAZEL)

LOMBARDY EAST, KEW, SUNNINGDALE, GLENHAZEL

(BRAMLEY GARDENS, BRAMLEY MANOR, BRAMLEY MANOR EXTENSION 1 BRAMLEY VIEW,

BRAMLEY VIEW EXTENSIONS, CASEY PARK, CORLETT GARDENS, CORLETT GARDENS EXTENSIONS CRYSTAL GARDENS AGRICULTURAL HOLDING, DORELAN,

DUNHILL, DUNSERVEN, DUNSERVEN EXTENSIONS FAIRMOUNT, FAIRMOUNT EXTENSIONS, FAIRMOUNT RIDGE, FAIRMOUNT RIDGE EXTENSIONS, FAIRVALE,

FAIRVALE EXTENSIONS FORMAIN, GLENHAZEL, GLENHAZEL EXTENSIONS, GLENKAY, GLENSAN, KEW, KEW EXTENSION 1 LOMBARDY EAST, LOMBARDY WEST,

LYNDHURST, LYNDHURST EXTENSIONS, REMBRANDT PARK, REMBRANDT PARK EXTENSIONS REMBRANDT RIDGE, SAPPERS HAVEN, SILVAMONTE, SILVAMONTE

EXTENSIONS, SUNNINGDALE, SUNNINGDALE EXTENSIONS, SUNNINGDALE RIDGE, SUNNINGDALE RIDGE EXTENSIONS TALBOTON, VIEW CREST, WHITNEY GARDENS

AND WHITNEY GARDENS EXTENSIONS)

This Sub Area is characterised by established residential townships.

The Sub Area falls within the GMS Consolidation Area and has insufficient infrastructure capacity. Relevant GMS guidelines will apply.


To retain this Sub Area as a viable residential area.

INTERVENTIONS

GUIDELINES

1.1. Promote the residential densification of Rembrandt Park.

� Support high density residential development (40-60du/ha) adjacent to and within the identified neighbourhood node in Rembrandt Park (c/o Pasteur and Currie Road).

� Support 15-30 du/ha in the remainder of Rembrandt Park.

� Support a range of housing typologies.

� Support the consolidation of erven to facilitate high density residential development.


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1.2. Promote residential densification in Lombardy East and West in support of providing alternative housing opportunities for Alexandra residents.

� Support densification north of Victoria Road (40-120du/ha)

� Implement the Kew / Wynberg / Marlboro Industrial Area Development Framework (2009) once approved by council.

� Support residential densification (50–100 du/ha) east of Pitt Street

� Support the development of rental housing on the land between the 1:100 year floodline/s of the Jukskei and its tributary and Shakespeare Road

1.3. Support residential densification in Glenhazel, Percelia Estate, Sunningdale, Sunningdale Extensions and Sunningdale Ridge Extensions subject to infrastructure availability.

� Support 20du/ha in Glenhazel with a minimum erf size of 500 square metres. (A 2% deviation on 500 square metres will be permitted.)

� Support 20du/ha along Sixth Avenue and Sandler Road, Percelia Estate, with a minimum erf size of 500

square metres (A 10% deviation on 500 square metres will be permitted.)

� Support 15du/ha in Percelia Estate, Sunningdale, Sunningdale Extensions and Sunningdale Ridge


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1.4. Support reinvestment and redevelopment in identified neighbourhood nodes:

� Formain (Cnr Drome and Pretoria Road) � Kew (Cnr Corlett Drive and Second

Avenue) � Lyndhurst (Cnr Johannesburg Road and

Second Avenue)

� Promote improved security, urban management and infill development on the commercial developments located in Bramley View Ext. 6 and adjacent to Canning Road.

� Careful consideration must be given to protecting neighbouring residential areas

Formain Neighbourhood Node

� Support residential densification in the node (40 to 80 du/ha)

� Promote the redevelopment of Erf 13 Formain, Erven 215 and 216 Lyndhurst Extension 1 and Erf 234 Lyndhurst Extensions 2 for motor related activities.

� Contain the node to its defined boundary.

Kew Neighbourhood Node

� Support high-density residential development (40-60du/ha) adjacent to and within the identified neighbourhood node in Kew with due consideration to the residential nature and character of the surrounding area.

� No further non-residential uses will be permitted outside the demarcated nodal area.

Lyndhurst Neighbourhood Node

� Contain the existing non-residential rights at the neighbourhood node in Lyndhurst.

� Promote high-density residential development within the node (up to 60du/ha).

1.5. Modderfontein Road is identified as a Mobility Spine.

� Support Residential densities of 50-70du/ha

� Support non-residential development at existing neighbourhood nodes.


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1.6. The following roads are classified as Mobility Roads: � Avon Road (Between Leigh Avenue and Ridge

Road) � 9

th Road, Kew

� Canning Road � Durham Street � George Avenue � Johannesburg Road � Vincent Tshabalala Road � Main Road, Lombardy East (Between

Shakespeare Road and Wordsworth Road) � Northfield Avenue � Pretoria Road, Lyndhurst � Swemmer Road (Between Ridge Road and

George Avenue) � Wordsworth Road (Between Main Road,

Lombardy East, and Modderfontein Road)

� These roads are critical east/west Mobility Roads.

� Support higher density residential development adjacent to identified Mobility Roads (support 30-50du/ha).

� Durham Street, between Ninth Avenue and Sandler Road, is experiencing pressure for non-residential development. Until a policy replacing the movement policy has been approved, no non-residential development will be supported.

� Non-residential development along Mobility Roads is to be confined to neighbourhood nodes.

� No further access to erven will be permitted off critical east-west Mobility Roads.

� Support non-residential development on the first three erven on either extent of Ninth Road, Kew at the intersection with Louis Botha Avenue.

1.7. Protect the Environment

� Enhance the Jukskei and the tributaries of the Jukskei River as public open space and enforce the 1:50 and 1:100 year floodline.

� Protect existing parks and public open space within the Sub Area


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Plan 47: Sub Area 22 – Glenhazel, Kew, Lombardy East


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SUB AREA 23 (LONGMEADOW)

LONGMEADOW

(LONGMEADOW BUSINESS ESTATES EXTENSIONS, WESTFIELD PROPER)

Longmeadow, located east of the N3 freeway, is an industrial and commercial node.

The Sub Area falls within the GMS Consolidation Area and has insufficient infrastructure capacity. Relevant GMS guidelines will apply.


To retain and enhance as a vibrant quality industrial/commercial node.

INTERVENTIONS

GUIDELINES

1.1. Apply zero tolerance to the development and management of the Sub Area:

� Prevent: - Illegal land uses - Land invasions - Environmental degradation in

general, � Confine industrial and related uses

to the Sub Area

1.2. Modderfontein Road is classified as a Mobility Spine.

� Ensure accessibility and convenience to the Sub Area

� No further direct access permitted from Modderfontein Road unless controlled by a traffic robot

1.3. Promote accessibility to the area � Construct route K113 and the PWV3


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Plan 48: Sub Area 23 – Longmeadow Estate


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SUB AREA 24 (PARKWOOD, SAXONWOLD)

PARKWOOD, SAXONWOLD

(PARKWOOD, PARKWOOD EXTENSION 1 SAXONWOLD, SAXONWOLD EXTENSIONS)

Older residential suburbs varying from low to medium density in nature characterise this Sub Area. The key Mobility Spines/Roads in the Sub Area is Oxford Road, Jan Smuts Avenue and Chester

Road.

The majority of the Sub Area is located within a GMS Consolidation Area, parts of which have insufficient electrical capacity. Part of the Sub Area falls within the GMS Public Transport Priority

Area (Bus Rapid Transit Route initiative, Rosebank Gautrain Station). Relevant GMS guidelines will apply (See Section 3 and the SDF 2010/11)

DEVELOPMENT OBJECTIVES

To retain and enhance the residential character while maintaining the mobility function

through the Sub Area, and containing existing nodes. To promote intensification of uses in support of the Bus Rapid Transit System on Oxford Road. To promote the development of

the Rosebank Node in support of Gautrain Station.

INTERVENTIONS

GUIDELINES

1.1. Retain the residential character of Saxonwold and Parkwood

� Apply the Saxonwold/Parkwood Precinct Plan.

1.2. Contain non-residential uses � Apply the Saxonwold/Parkwood Precinct Plan in conjunction with the Rosebank Urban Development Framework (2008) and BRT Land Use and Design Guidelines (2007).

1.3. Jan Smuts Avenue and Oxford Road have been identified as Mobility Spines

� Apply the Saxonwold/Parkwood Precinct Plan (2007) to Jan Smuts Avenue.

� Apply the BRT Land Use Guidelines and Design Guidelines (2007) and the Rosebank Urban Development Framework (2008) to erven in the vicinity of Oxford Road.

1.4. Bolton Road, Chester Road, Eastwold Way, Lower Park Drive and Upper Park Drive have been classified as Mobility Roads.

� Apply the Saxonwold/Parkwood Precinct Plan (2007).

1.5. Protect and improve the Environment

� Maintain and enhance the Johannesburg Zoo as a critical recreation, education and research facility.

� Maintain and enhance Zoo Lake and its facilities as an important recreational open space.

� Protect and enhance the Parks within the Sub Area.


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BRT Guidelines


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Plan 49: Sub Area 24 – Parkwood, Saxonwold Precinct Plan


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SUB AREA 25 (HOUGHTON / ORCHARDS / OAKLANDS / MELROSE / KILLARNEY / RIVIERA)

HOUGHTON / ORCHARDS / OAKLANDS / MELROSE / KILLARNEY / RIVIERA

(ABBOTSFORD, BELLEVUE, BIRDHAVEN, HOUGHTON ESTATE, KILLARNEY, MELROSE,

MELROSE ESTATE, MOUNTAIN VIEW, OAKLANDS, ORCHARDS, RIVIERA) Older residential suburbs varying from low to high density in nature characterise the area. Sections

of the area have been negatively impacted upon by the decline experienced within the Central Business District. Part of the Rosebank Regional Node is located within the Sub Area. The area will

experience significant change with the construction of the Gautrain Rapid Rail Link Station at Rosebank and the construction Bus Rapid Transit Route on Oxford Road. The District Node of

Killarney falls within the Sub Area.

The majority of the Sub Area is located within a GMS Consolidation Area, parts of

which have insufficient electrical capacity. Part of the Sub Area falls within the GMS

Public Transport Priority Area (Phase 1a: Bus Rapid Transit Route. Rosebank Gautrain

Station). Relevant GMS guidelines will apply (See Section 3 and the SDF 2010/11)


Protect the residential character and ambience of the Sub Area while encouraging the

intensification of uses, specifically residential uses, in support of Gautrain Rapid Rail Link Station at Rosebank

INTERVENTIONS GUIDELINES

1.1. Louis Botha Avenue and Oxford Road have been classified as Mobility Spines.

� Support Home Enterprises on erven adjacent to Louis Botha Avenue.

� Intensify and promote higher density residential development on Louis Botha Avenue (50-70du/ha). Support 30-50 du/ha on erven immediately behind these erven subject to an assessment of site specific circumstances.

� Louis Botha Avenue is a proposed Strategic Public Transport Route in terms of the Rea Vaya Initiative.

� No direct access permitted off Oxford Road between Riviera Road and Bristol Road.

� Oxford Road is part of the Bus Rapid Transit route.

� Development along Oxford Road, outside the areas that fall under the ambit of the Rosebank Urban Development Framework, to be guided in terms of the BRT Land Use and Design Guidelines (2007)


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1.2. The following roads have been identified as Mobility Roads: � Atholl-Oaklands Road (east of M1

motorway), � Glenhove Road � Louis Road � Pretoria Street � 1

st Avenue Houghton, cf. Intervention

1.8 � 11

th Avenue Houghton, cf.

Intervention 1.8

� Glenhove Road, Woodyatt, Eleventh Avenue Houghton and Ivy Road are critical east-west Mobility Roads

� Glenhove Road, Woodyatt, Eleventh Avenue (Houghton) and Ivy Road are proposed Strategic Public Transport routes in terms of the Rea Vaya Initiative

� Support offices on Glenhove Road at a height of 2-3 storeys and a coverage of 40%

� No further direct access to be permitted off the critical east-west Mobility Roads

� Limit direct access off Louis Road and First Avenue Houghton

� Contain existing non-residential development at neighbourhood nodes along these Mobility Roads

� Support high density residential development (30-50du/ha) along Mobility Roads

1.3. Support non-residential uses and residential densification in identified locations within the Sub Area

� In Houghton, non-residential land uses will be supported on the row of properties west of Central Street and West Street and east of the M1 Motorway. These developments need to be in line with the scale and character of the existing approved non-residential rights.

� East of Central Street and West Street, and to the West of the M1 Motorway, residential land uses will be supported at a density of 20 du/ha

1.4. Implement the Upper Houghton Neighbourhood Development Framework

(June 2006)

� Copies of the Council Approved Addendum to the Upper Houghton Neighbourhood Development Framework (2006) can be obtained from Directorate: Development Planning and Facilitation

1.5. Protect and enhance the Abbotsford township

� Support a density of 10du/ha with a minimum erf size of 1000m2

� Support 40 du/ha on the interface with Scott Street

� No direct access is permitted off Scott Street

1.6. Protect and enhance the Oaklands township

� Apply the Oaklands Precinct Plan (2008)

1.7. The following general development Guidelines relate to residential densification in Melrose, Birdhaven and Houghton Estate

� In the case of subdivisions, mature trees must be retained.

� Road access to erven must be to the satisfaction of City of Johannesburg.

� No non-residential intrusion is permitted into predominantly residential areas

� Apply design guidelines (see SDF) in assessing applications relating to Melrose, Birdhaven and Houghton Estate


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1.8. The following Guidelines relate to Lower Houghton:

� 40 du/ha will be supported adjacent to 11th

Avenue, Houghton

� 20 du/ha will be supported on the northern extent of 1

st Avenue, Houghton. 10 du/ha

will be supported on the southern extent of 1

st Avenue, Houghton

� 10 du/ha will be supported adjacent to Houghton Drive

� 8du/ha will be supported in the residential core of Houghton Estate including those erven not affected by other density guidelines pertaining to Houghton Estate

� Apply the BRT Land Use and Design Guidelines (2007) in relation to Oxford Road.

1.9. The following guidelines relate specifically to Melrose, Melrose Estate and Birdhaven

� Support a residential density of 8 du/ha with a minimum erf size of 1250m

2 where

the original structure is to be demolished � Support a residential density of 10du/ha

with a minimum erf size of 1000 m2 where

the original structure is retained � Where an erf is to be subdivided into three

parts a rezoning to Residential 2 must be undertaken

� 20 du/ha will be supported within, adjacent and contiguous to the neighbourhood node at the intersection of North Street, St Andrew Street and Wrenrose Ave, Birdhaven

1.10. Protect and improve the Environment

� Maintain the Melrose Bird Sanctuary (west and east of the M1) and The Wilds as quality open spaces

� Protect and enhance the remaining Parks within the Sub Area

� Protect the open space along the Sand Spruit and its tributaries, and enforce the 1:50 and 1:100 year floodline.

� Certain parts of the Sub Area are recognized by Johannesburg Water as experiencing storm water constraints


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Intensify non-residential and residential development within the Killarney and Rosebank

nodes in support of the Gautrain Rapid Rail Project and the Bus Rapid Transit Project

INTERVENTIONS

GUIDELINES

2.1. Support the redevelopment of the Killarney District Node

� Support high density residential development in Killarney subject to the availability of infrastructure

� Support the refurbishment of existing flats in Killarney

� Improve access to Killarney Shopping Node

� Apply the BRT Land Use Guidelines as they relate to Oxford and Riviera Roads

2.2 Promote design excellence within the Sub Area � Implement the Rosebank Urban Development Framework (2008).

� Apply the BRT Design Guidelines.

2.3 Promote the redevelopment of the Rosebank Regional Node to ensure it remains a vibrant office and retail node, with a significant residential component.

� Implement the Rosebank Urban Development Framework (2008) as it relates to Oxford Road, Glenhove Road, and the area defined by Oxford Road, Jellicoe Road, the western extent of Cecil Avenue and Glenhove Road.


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BRT Guidelines


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Plan 50: Sub Area 25 – Houghton, Melrose, Oaklands, Orchards


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Plan 51: Rosebank Urban Development Framework


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Plan 52: Killarney District Node


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Plan 53: Oaklands Precinct Plan


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Plan 54: Upper Houghton Development Framework


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SUB AREA 26 (SYDENHAM / NORWOOD/ ORANGE GROVE / HIGHLANDS NORTH)

SYDENHAM / NORWOOD/ ORANGE GROVE / HIGHLANDS NORTH

(BAGLEYSTON, CHELTONDALE, CHELTONDALE EXTENSIONS, FAIRWOOD, FELLSIDE,

FORBESDALE, HAWKINS ESTATE, HAWKINS ESTATE EXTENSION 1, HIGHLANDS NORTH, HIGHLANDS NORTH EXTENSIONS, MARYVALE, NORWOOD, ORANGE GROVE, ORCHARDS,

PERCELIA ESTATE, PERCELIA ESTATE EXTENSIONS, RAEDENE, RAEDENE ESTATES, RAEDENE EXTENSION ROUXVILLE, SYDENHAM, THE GARDENS, VICTORIA, VICTORIA

EXTENSIONS)

Established older residential townships that are low to medium density in nature characterise the Sub Area. A major urban feature of this Sub Area is Louis Botha Avenue. Non-residential

development is concentrated on the first row of erven along Louis Botha Avenue and in and around Grant Avenue.

The majority of the Sub Area is located within a GMS Consolidation Area, parts of which have insufficient electrical capacity. Relevant GMS guidelines will apply (See Section 3 and the SDF

2010/11)


To maintain the residential character and ambience of the Sub Area and contain non-

residential uses.

INTERVENTIONS

GUIDELINES

1.1. Contain existing non-residential development

� Contain the lateral expansion of existing neighbourhood nodes, the Norwood Pick ‘n Pay node, non-residential development on Louis Botha Avenue.

� Permit medium to large-scale home enterprises in Norwood in terms of the Norwood Home Enterprises Plan.

1.2 Grant Avenue, Norwood, (between Ivy Road and Dorothy Road) has been classified as an Activity Street.

� Parking to be provided on site, as per the relevant Town-Planning Scheme.

� Contain non-residential development on Grant Avenue as detailed in the Norwood Home Enterprises Plan.

� Johannesburg Water recognizes certain parts of the Sub Area as experiencing storm water constraints.


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1.3 The following routes are identified as Mobility Roads:

� Woodyatt Avenue � Athol Road. � Ivy Road, � Louis Road, � Hathorn Avenue, � Durham Street, � 8

th Street Orange Grove

� 10th Street Orange Grove.

� These are critical east-west Mobility Roads.

� Contain non-residential to existing neighbourhood nodes.

� No further direct access to be permitted off these Mobility Roads.

� A 6m right of way servitude on the South side and a 3m servitude on the north side is required on Glenhove Road.

� Durham Street, between Ninth Avenue and Sandler Road is experiencing pressure for non-residential development. Until a policy replacing the movement policy has been approved, no non-residential development will be supported.

� No further non-residential development permitted along the extent of these Mobility Roads.

� Support higher density residential (30-50du/ha) along the extent of these roads.

1.4 Louis Botha Avenue is defined as a Mobility Spine:

� No direct access, other than existing access, to be permitted off Louis Botha Avenue.

� Develop and maintain the pedestrian linkage between Alexandra and the Central Business District.

� Parking along Louis Botha to be provided on site.

� Between Osborn Road and Davidson Street, on the northern side of Louis Botha Avenue, allow home enterprises.

� In Orange Grove between the intersection of Osborne Road and Hathorn Avenue permit the development or redevelopment of residential development, or non-residential, or non-residential/residential uses on the same erven. An FAR of 1.4 will be considered. A residential density of between 50-70 du/ha will be considered.

� On the first row of erven on Louis Botha Avenue between Hathorn Avenue and the northern extent of Boundary Road support home enterprises.

� On the first row of erven of Louis Botha Avenue between the northern extent of Third Avenue, Highlands North and the southern extent of Eleventh Avenue, Highlands North support high-density residential developments between 50-70du/ha (support the consolidation of erven).

� Contain the Balfour Park/Highlands North node.


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1.5. Upgrade Paterson Public Park by facilitating pedestrian movement through the park linking the Patterson Park Recreation Centre, to Norwood, and the proposed community/ art precinct on Louis and Pine Roads

� Construct Victoria Extension 3. The residential development should be integrated with the park.

� Demolish internal walls within the park � Provide defined walkways, lighting and

park furniture. � In existing structures on the park, permit

social facilities, small scale retail, restaurants and office uses in keeping with the scale and functioning of the park

� Consolidate the uses within the art precinct on Louis and Pine Roads.

� Create safe pedestrian access over Paterson Road between the Recreation Centre and the park.

� Construct an additional access to Paterson Park recreation off Paterson Road / 9

th Street.

� Maintain and upgrade the facilities at the Paterson Park Recreation Centre.

1.6 Protect and improve the environment

� Support initiatives to revitalise Orange Grove along Louis Botha Avenue. Louis Botha has been identified as an urban management hotspot in terms of the Regional Urban Management Plan.

� Apply zero tolerance to illegal land uses along Louis Botha Avenue.

� Revitalise and redevelop the Paterson Park Precinct as an important structuring element in the Sub Area.



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Plan 55: Sub Area 26 – Sydenham, Orange Grove, Highlands North


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Plan 56: Grant Avenue Home Enterprises Map


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SUB AREA 27 (CYRILDENE / LINKSFIELD / SANDRINGHAM/OBSERVATORY)

CYRILDENE / LINKSFIELD / SANDRINGHAM/OBSERVATORY

(BRUMA, CYRILDENE, DE WETSHOF, DE WETSHOF EXTENSION 1 LINKSFIELD, LINKSFIELD

EXTENSIONS, LINKSFIELD NORTH, LINKSFIELD NORTH EXTENSION 1, LINKSFIELD RIDGE, LINKSFIELD RIDGE EXTENSION 1 OBSERVATORY EXTENSION,

SANDRINGHAM, SANDRINGHAM EXTENSIONS)

This area is characterised by established residential areas, golf courses and ridges.

The majority of the Sub Area is located within a GMS Consolidation Area, parts of which have insufficient electrical capacity. Part of the Sub Area, along Broadway, falls within the GMS

Public Transport Priority Area (Phase 1: Bus Rapid Transit Route).


To retain and contain this area as a residential neighbourhood and to preserve its special

character and ambience.

INTERVENTIONS

GUIDELINES

1.1. Manage residential densification in the Sub Area

� Support Residential densification in Cyrildene – North of Hettie Street and East of Friedland Avenue (20-40du/ha).

� Allow densification in the form of cluster and town houses in Sandringham, Fairmount, and Talboton (20-40du/ha).

1.2 Broadway is identified as part of Phase 1 of the Bus Rapid Transit System

� Support high-density residential development (70-90du/ha).

� Support intensification of educational uses.

1.3 Club Street, Cooper Street, Durham Street, Friedland Avenue, George Avenue and Marcia Street are classified as Mobility Roads

� Support higher density residential development 40-60du/ha along Club Street.

� Support higher density residential development 20-40du/ha along Friedland Avenue and Cooper Street.

� Support high-density residential 20-40 du/ha north of Marcia Street.


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1.4 Derrick Avenue is identified as an Activity Street

� Contain the Activity Street to the mid block (one erf deep) in Derrick Street, between Friedland and Marcia Streets.

� Higher density residential development will be supported along Derrick Avenue (20-40du/ha).

� Apply a zero tolerance policy to illegal land uses and by-law infringements on Derrick Avenue.

� Derrick Avenue is identified as a hotspot in terms of the Regional Urban Management Plan for Region E.

1.5 Implement the Observatory Precinct Plan (2007)

� Maintain the nature and quality of the existing Observatory Townships.

1.6 Protect the Public Environment

� Ensure the protection, preservation and enhancement of environmental sensitive areas and developed open spaces, with specific reference to Bezuidenhout’s Park and Harvey/Gillooly’s ridge.

1.7 With co-operation and assistance by the South African Heritage and Resource Agency ensure conservation and preservation of historical buildings within the Sub Area.

� Support 5 du/ha in the Linksfield Ridge Township and a minimum erf size of 2000 square metres.

� Minimise development impact on Linksfield Ridge.

� Support 5du/ha in the Linksfield North Township with a minimum erf size of 2000 square metres.

1.8 Ensure viable and sustainable use and development of Huddle and Royal Johannesburg & Kensington Golf Courses

� Due to the storm water drainage problem on the Royal Johannesburg Golf Course, any development on either golf course must be subject to a storm water investigation as part of the EIA requirements.

� Permit the implementation of the Huddle Park Development that includes High density residential, a Golf Course & a node.


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200

Plan 57: Sub Area 27 – Bruma, Cyrildene, Linksfield, Observatory


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Plan 58: Observatory Precinct Plan


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202

SUB AREA 28 (FARM RIETFONTEIN)

FARM RIETFONTEIN

(DOWERGLEN EXTENSIONS, FARM RIETFONTEIN)(VARIOUS MEDICAL INSTITUTIONS:

EDENVALE HOSPITAL, NATIONAL INSTITUTE FOR VIROLOGY, RAND AID ASSOCIATION, SIZWE TROPICAL DISEASE HOSPITAL AND THE SOUTH AFRICAN

INSTITUTE FOR MEDICAL RESEARCH)

This is a large, relatively underutilised Sub Area and is one of the last remaining open tracts in the city. It is the location of critical public health institutions.

The Sub Area is located within a GMS Consolidation Area. Relevant GMS guidelines will apply (See

Section 3 and the SDF 2010/11)

DEVELOPMENT OBJECTIVES

To reinforce this area as an institutional node focusing on the medical field. To promote

residential development

INTERVENTIONS

GUIDELINES

1.1. Support low income residential development within the Sub Area

� Implement the Alexandra Development Framework (2002).

� Support 70-200du/ha within the Sub Area.

1.2. Contain the neighbourhood nodes in the Sub Area

� Contain the Linksfield Terrace Centre on Linksfield Road to its current development footprint.

1.3. Modderfontein Road has been identified as a Mobility Spine

� Ensure easy access to the medical facilities.

� Provide sufficient public transport, pedestrian pathways and informal trading facilities in order to improve the accessibility of Edenvale Hospital.

1.4. Club Street, George Avenue, Linksfield Drive have been classified as Mobility Roads.

� Limit direct access from these Mobility Roads.

1.5. Protect the quality and integrity of the environment.

� Protect environmentally sensitive areas within the Sub Area from illegal dumping so that they may form part of the Johannesburg Open Space System.

� Protect the Jukskei River and its tributaries.


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Plan 59: Sub Area 28 – Farm Rietfontein


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SUB AREA 29 (BRUMA / EASTGATE)

BRUMA / EASTGATE

(BRUMA, DE WETSHOF)

This is an established concentration of mixed-use development that forms part of a larger node that extends into Ekurhuleni Metropolitan Municipality that is centred on Eastgate shopping centre.

The Sub Area falls within the GMS Public Transport Priority Area (Phase 1: Bus Rapid Transit Route

on Broadway). Relevant GMS guidelines will apply (See Section 3 and the SDF 2010/11)


To strengthen and expand the economic investment (public / private) in this Sub Area, as a

regional node

INTERVENTIONS

GUIDELINES

1.1. Support the development of Bruma Regional Node as defined by the nodal boundary

� Support mixed-use development (retail, office and residential) within the Bruma Node.

� Preference will be given to high-density residential development at +100du/ha.

� Heights of 10-15 storeys will be considered in the node.

� Parking to be provided in basements underground where geological conditions permit.

� Applications within the node to be assessed in terms of the nodal density guidelines in the Spatial Development Framework.

� Encourage the clustering of complementary uses both horizontally and vertically.

� Coordinate management of the node with Ekurhuleni Metropolitan Council.

� Ensure law enforcement within the Sub Area to ensure personal safety and security (especially after hours and to prevent illegal land uses).

� Integrate development within the node with public transport and pedestrian walkways, specifically with public transport facilities on Broadway.


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1.2. Broadway / Allum Extension is classified as a Mobility Spine

� Promote non-residential and high-density residential development along Broadway/Allum where the roads form part of the Bruma Node.

� Broadway is a proposed route on the Phase 1 Bus Rapid Transit System and forms part of the Inner City Distribution Network.

� Support 70-90du/ha adjacent to Broadway.

1.3. Queen Street and Marcia Road are classified as a Mobility Roads

� Support non-residential and high-density residential development along Queen Street and Marcia Street where Queen Street and Marcia Street form part of the Bruma Node.

1.4. Protect the Environment � Protect and manage public open space within the Sub Area, particularly Bruma Lake and the riparian zone of the Jukskei River and its tributaries in order to enhance the public image of the node.

� Support business and public initiatives to manage the node.


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206

Plan 60: Bruma Node

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