Cradle City Master Plan 30 June 08 Phase 1

CRADLE CITY MASTER PLAN

June 2008

CCRRAADDLLEE CCIITTYY MMAASSTTEERR PPLLAANN

27 June 2008

Submitted to the

City of Johannesburg Development Planning and Urban Management Department

(Development Planning & Facilitation)

Prepared by the

Cradle City Professional Team:

GAPP Architects & Urban Designers ASM Architects & Urban Designers

Van Brakel Professional Planning & Property Services PDNA & Associates (transport & services infrastructure)

RWP Consulting Electrical Engineers SEF (environmental)

For

Cradle City Master Plan Contents

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CONTENTS

1.0 INTRODUCTION 1.1 The Lanseria Node Opportunity

1.2 The AMARI Land-holding

1.3 Building on the Gauteng Growth

and Development Strategy and

Meeting City Region Strategy

Objectives

1.4 Unlocking the Opportunity

1.5 Purpose of the Master Plan Report

2.0 THE VISION 3.0 THE OBJECTIVES 3.1 An Economically & Spatially Viable

Development

3.2 A Sustainable Environment

3.3 An Integrated Movement Framework

3.4 Mixed Use, Mixed Density &

Supporting Social Facilities

3.5 Sustainable Infrastructure

Development- Energy & Resource

Efficiency

3.6 A Quality Public Environment, Open

Space and Landscape

3.7 Urban Management

4.0 ALIGNMENT WITH SPATIAL

DEVELOPMENT POLICIES OF LOCAL AUTHORITIES

4.1 City of Johannesburg

4.2 Mogale City SDF

4.3 City of Tshwane SDF

5.0 CONSOLIDATING THE DEVELOPMENT DIRECTION

5.1 The Three Places

5.2 Getting There: Access &

Connectivity

5.3 A Quality Live, Work & Play

Environment

5.4 Realising Spatial Planning Policy

5.5 The Triggers: Development

Catalysts

6.0 THE CRADLE CITY MASTER PLAN

6.1 The Overall Spatial Structure.

6.2 Movement Systems &

Transportation Plan

6.3 Public Environment, Landscape &

Natural Environment Plan

6.4 Land Use Activities, Community

Facilities and Housing

6.5 Land Budget and Development

Rights

6.6 Engineering services &

Infrastructure Development Plan

6.7 The Urban Design Plan

7.0 THE DEVELOPMENT PRINCILES & DESIGN GUIDELINES

7.1 Environment

7.2 Movement & Transportation

7.3 Engineering Services & Social

Facilities

7.4 Place-making Guidelines

- Built form & public spaces

design guidelines

- Sustainable built environment

guidelines

- Architectural & green building

principles

8.0 THE PRECINCT STRUCTURE, PRECINCT PLANS AND PHASING

8.1 The Precinct Structure

8.2 Package of Plans Approach

8.3 Precinct Plan Requirements

8.4 Proposed Phasing

9.0 CONCLUSION

Cradle City Master Plan Section 1: Introduction

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Figure 1-1: The Amari Land-holding

Lanseria

Joburg CBD

Fourways Midrand


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1.0 INTRODUCTION 1.1 The Lanseria Node Opportunity The area around the Lanseria International Airport has for a number of years been identified by prospective property and business owners as a major development and economic growth opportunity. The realisation of this opportunity has been hindered in the past due to supporting infrastructure development constraints and the fractured ownership of the land. Various recent initiatives have begun to unlock this opportunity. These include: • The Gauteng province’s growth and

development strategy and its drive to turn the province into a globally competitive city region. Enabling faster economic growth and job creation are imperatives. Undoubtedly the Lanseria node has a role to play and an important contribution to make within this policy dynamic.

• The strategic urban planning for the Lanseria Node by the City of Johannesburg, the Lanseria Development Framework 2020 (Version 2.0, Johannesburg Metropolitan Municipality, April, 2008) identifies the Lanseria airport as a major business and commercial node within the precinct. The development framework directs the future development of the area, effectively unlocking the inherent development opportunity, provided that its directives are met and that policy is complied with. Similarly the Mogale City spatial development framework identifies Lanseria airport as an opportunity, allowing for mixed use development in the vicinity of the airport.

It is in this context that the AMARI land company has made a significant property investment within the wider Lanseria precinct area. The reasons, in addition to latest policy developments, include: • The strategic location of the land-

holding gives it the potential to be developed into a regional development node. This, as highlighted above, is recognised by the City of Johannesburg’s future planning for the area. This will require the integrated development of higher order facilities and central business district elements, with supporting infrastructure development.

• The Lanseria airport is considered as an established regional anchor and growing catalyst that is bringing increasing development energy to the area. The airport is to be upgraded via an investment of R 100 million, and its passenger volumes have doubled every 9 years.

• The land-holdings are on the rural-urban edge, adjacent to an extensive and growing tourism, leisure and hospitality region. This includes, in close proximity, the Cradle of Human Kind World Heritage Site.

• The land-holdings are within the developing Hans Strijdom (R512) corridor with industrial and residential development interest. This indicates that existing growth is happening and future growth is anticipated.

• The land-holdings are nested within the planned PWV- and K routes provincial road network. This provides excellent access to the land-holdings and overall connectivity to the existing urban system. The proposed realisation of the developments will also bring forward the physical establishment of the provincial road system. Existing investment into road infrastructure around the airport is estimated at R 120 million, and the R512 is also earmarked for upgrading.

• The land-holdings are within reach of new key public transport systems (the SPTN routes with their BRT systems and potential Gautrain feeder systems), which are envisaged to form an integral part of the future development.

1.2 The Amari Land-holding The Amari Land-holding (Figure 1-1) comprises an area of approximately 900Ha located around the Lanseria International Airport in the north-western areas of the City of Johannesburg. The northern part of the landholding also falls within the jurisdiction of Mogale City and the City of Tshwane. The northern portion of the landholding has as its western border Malibongwe Drive and the southern border comprises the Lanseria airport. It stretches north-eastward, across the municipal boundary of the City of Johannesburg into the foothills of the Rhenosterkoppies, bordering with residential lifestyle estates such as Monahan and Blair Atholl. This portion of the landholding is approximately 500Ha in extent. The southern portion of the land-holding is bordered by Malibongwe Drive in the west, the extension of Cedar Road in the south, the proposed K215 in the east, and the airport landholding in the north. This portion is approximately 400Ha in extent. Two individual portions of land are located to the west and east of the airport. The acquired area (Figure 1-2) comprises mainly farmland of relatively small portions and smallholdings which have an “undetermined” zoning. The land

is primarily are used for agricultural purposes and rural residential. An exception to this is a 90Ha land portion adjoining the airport to the north, which has existing zoning rights for industrial and business rights. AMARI is presently obtaining approvals and undertaking township establishment procedures to enable it to develop the land and release it to the market. The land-holding falls within the administrative jurisdiction of two local municipalities: • The City of Johannesburg • Mogale City Local Municipality The northern border of the land-holding is in close proximity of the City of Tshwane’s municipal boundary.

Figure 1-2: Land Acquisition


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Figure 1-3: City Region Context


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1.3 Building on the Gauteng Growth and Development Strategy and Meeting City Region Strategy Objectives

In the Newsletter of the Gauteng Provincial Government, Gauteng News (April / May 2008), the Gauteng government states that building Gauteng into a globally competitive city region is the overarching response to the challenges of poverty, unemployment and underdevelopment, which face the province. In a briefing to journalists, Premier Shilowa states that “the provincial government will continue to invest money for the creation of strategic economic infrastructure following the success with projects under Blue IQ”. This will be driven by the establishment of an investment vehicle called the Gauteng Fund, which is to attract capital from the private sector and state-owned enterprises, in addition to the R500 million provincial seed funding already com-mitted. The latter is to finance projects such as the Gauteng Link (G-Link), the Amakhosi Stadium precinct, the Kopanong precinct, the Gauteng Freeway Improvement Scheme, public hospitals, energy-generation projects and urban regeneration. The focuses of the province’s efforts are on: • Road infrastructure maintenance. • The establishment of a one-stop

service and business portal to support business in Gauteng.

• A number of programmes to build spatially and socially integrated and sustainable human settlements and communities.

• The fast-tracking of urban renewal and mixed-income and mixed tenure settlements to enable the socio-economic integration of communities.

• Establishing alternative, innovative health financing and service-delivery options for health services.

• The provision of quality education, especially to the poor.

• A major provincial offensive against crime through the Gauteng Safety Strategy.

• The commitment to work together with local government to build Gauteng as a globally competitive city region.

• The province’s commitment to the success of the 2010 Fifa World Cup in South Africa.

The proposed Cradle City development contributes to the Gauteng Growth and Development Strategy (GDS). The latter focuses on the following six growth sectors and clusters: i. Smart industries (including ICT,

pharmaceuticals, etc.). ii. Trade and services (including

finance and film).

iii. Tourism. iv. Agriculture (agri-processing and bio-

tech). v. Manufacturing (steel related

industries, automotive parts and components, beer and malt).

vi. Infrastructure expansion and investment.

Within the provincial GDS, the city region initiative is a specific mechanism, which includes, amongst other salient features, the following objectives: • To enable significant agglomeration

and size. • To establish high levels of economic

linkages including business connectivity and economic transactions.

• To build significant strategic networks between the state-business-finance and voluntary sectors.

• To achieve a balance between social and economic progress, growth and redistribution.

• To ensure appropriate socio-economic development and activities in conjunction with local government.

In order to achieve a sustainable city region a spatial logic is needed to guide balanced development (Figure 1-3). The Gauteng urban system has developed as a particular pattern of nodes and corridors. Johannesburg has become a core node in the north-south development corridor (PTA/JHB/Vereeniging) and in the east-west development corridor (mining belt, from Krugersdorp to Germiston). Over time, as the urban system expanded and development needs and activities within these centres intensified, a ring of nodes has developed in concentric circles around them. The first ring, district (tertiary) nodes, supports these centres, without taking over their function. As the centres matured with more intense activities and the urban area consolidated around them, and began to expand further, a second ring of nodes was established. These are typically regional nodes (secondary nodes), which have similar functions to the primary city centre nodes, but serve the expanded urban hinterland. Nodes within this band include Midrand, Krugersorp, Kempton Park, Germiston etc. Some of the latter are located on the main development axes, and have contributed to the establishment of the development corridors. The Lanseria node falls within the band of regional nodes, but has as yet not advanced in development as the others. It is located on the Malibongwe Drive development axis, forming the northern “bookend”. In addition the R28 freeway forms a strong mobility link with Krugersdorp and Centurion (south-west Tshwane). This connectivity is complemented by additional main route links with Midrand. It is in this context that

the Lanseria node has the potential to be expanded and consolidated into a regional node. The regional connections and its accessibility support this. Its development will consolidate the Malibongwe drive development corridor, and bring new development into the sub-region, complementing the existing residential development and commercial activity associated with Lanseria airport. 1.4 Unlocking the Opportunity To unlock the major opportunity that is represented by the AMARI land-holding, the following four principles have been identified and adopted: i. Establish partnerships with the three

local authorities: The City of Johannesburg, the City of Tshwane and Mogale City local municipality.

ii. Establish an environmentally

responsible and sustainable plan in order to utilise resources in the most efficient manner, and comply with relevant environmental legislation. This includes obtaining relevant EIA authorisation and compliance.

iii. Establish a plan that demonstrates

and places “inclusionary housing” within it, which includes a range of housing and possibly tenure options. This in support of government’s “Breaking New Ground” programme to build spatially and socially integrated and sustainable human settlements and communities.

iv. Establish a plan that supports and

enhances infrastructure develop-ment in partnership with government. This is to enable co-ordinated and phased development to the required standards, and in line with the negotiated allocation of rights, and in support of overall bulk-infrastructure development of the sub-region.


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Figure 1-4: The Master Plan Procedures & Outcomes


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1.5 Purpose of the Master Plan Report

The purpose of this Cradle City Master Plan Report is to outline the development proposals for the Amari land-holdings within the Lanseria Precinct Development Framework 2020 (City of Johannesburg, Version 2, April 2008) and spatial development frameworks of the adjoining municipal areas. It sets out the overall vision for the development, the objectives, the development plan and the development principles that underpin it, the resultant development parameters and associated development rights, the environmental aspects, the proposed service- and transport infrastructure development and the proposed phasing. The master plan will indicate the alignment of the proposals with the spatial planning of the three local authorities, namely: • The City of Johannesburg Northern

Areas Development Framework • The Tshwane City SDF • The Mogale City SDF The above would allow for future submissions of rezoning applications to the relevant authorities in terms of the Town Planning and Townships Ordinance, 1986 (Ordinance 15 of 1986), to obtain rights in terms of the approved master plan and the physical realisation thereof according to its phasing. The outcome of the master plan (Figure 1-4) will be: • A land use plan and rights. • A Transport Plan & associated

Movement Network Plan • Engineering services Plans • Urban Design Plan It is considered to be a statutory plan which prescribes the land use and intensity for the landholding to guide the physical development of the land.

Cradle City Master Plan Section 2: The Vision

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Figure 2-1: The Vision

Cradle City Master Plan Section 2: The Vision & Section 3: The Objectives

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2.0 THE VISION The vision of the Cradle City development (Figure 2-1) represents the understanding of the initial development context (physical, economic and policy wise), an assessment of the inherent opportunity represented in the AMARI land-holding and the culmination of a series of aspirations. It shows what AMARI would like to achieve, and what can be achieved for the benefit of the wider urban region in general and the Lanseria sub-region in specific. The Cradle City vision encompasses the establishment of a new city – bringing a new offering - within the Gauteng urban system, structured around the Lanseria airport node. This vision is to create an urban development that is sustainable in economic, social, environmental and spatial / physical terms. Economic sustainability encompasses the establishment of a development that is viable and enables economic growth and activities which: • meets market demand and creates

new market opportunities through the establishment of a diversity of business and economic activities, and the targeting of niche markets;

• attracts capital and enables investment;

• creates long-term and sustained employment opportunities; and

• increases land values & the concomitant rates base of the city;

Social sustainability encompasses the support of a diversity of users, from all socio-economic backgrounds, and enables access to urban opportunity by even the marginalised in society. This is accompanied by the establishment of a supporting engineering service infrastructure, social facilities and services, cultural and religious facilities, and entertainment, leisure and recreation. Environmental sustainability encompasses the integration of the natural environment and associated heritage resources of the land-holding. This includes the commitment to the conservation / preservation and strengthening of existing ecological processes, environmental systems and the enhancement of hydrological systems and associated fauna and flora. It also encompasses the commitment to the reduction of the development’s ecological footprint by the incorporation of environmentally sustainable forms of resources utilisation, such as alternative forms of energy, the adoption of a green buildings approach, and more efficient utilisation of water, electricity etc. Spatial and / or physical sustainability encompasses the establishment of an urban development that completes (complements) the urban system, is more compact in its urban form (avoiding urban

sprawl) and establishes a quality living and working environment. This supports: • establishment of mixed use; • a built form that is adaptable over

time; • making connections and

establishing access; • including a range of residential

opportunities; • inclusion of social, cultural, religious

& entertainment facilities; and • establishing a high quality public

environment through place making and landscape.

The realisation of the Cradle City vision is based on the understanding that this will require a partnership based approach, given the diversity of role-players that a development of this nature includes. It is vital that a developmental partnership be created with all local authorities to effect the development and guide it over time. In addition to this an appropriate urban management regime will have to be established and maintained, which includes the participation of owners, residents, businesses and workforce, and includes the good governance requirements of local government, directing the responsibilities of all role-players and partnerships, and ensuring that relevant management performances and standards are met and maintained. The vision of Cradle City has yielded the incremental development of a 900Ha land-holding into a regional node, with three distinct precincts: • The Business and Airport Precinct • The Mixed Use Precinct • The Lifestyle, Leisure and Tourism

Precinct It is estimated that Cradle City will potentially yield a mixed use regional node with approximately 8 million m² of floor area and 180Ha of environmental open space systems.

3.0 THE OBJECTIVES The Cradle City vision is based on a series of development objectives, which encompass the establishment of an economically, socially, spatially and environmentally integrated mixed use and mixed tenure development. The latter is to be undertaken based on sustainable principles across all sectors. The established objectives fundamentally direct the incremental development of the 900Ha land-holding into a regional node. It is in effect a new city which: • Creates value for the land owner. • Creates an economically viable and

environmentally sustainable centre for the Lanseria sub-region.

• Creates a quality live-work-play environment for all sectors of society.

3.1 An Economically & Spatially

Viable Development An economically viable development is enabled through the establishment of an appropriate level of development intensification, supported by applicable levels of densification and a diverse activity mix. This enables it to capitalise on overall market development trends and positions it such that identified market niches can be targeted and exploited. 3.1.1 Intensification Urban development practice in South Africa has, in response to urban growth pressures (sprawl, environmental degradation, inequitable quality of life, changing housing dynamics) moved toward the intensification – an increase in mixed land use and mixed residential densities - of new and existing urban areas. This is considered an appropriate way of making an urban environment more liveable and reducing its environmental impact. This approach is supported in the Spatial Development Frameworks of the affected local authorities. The establishment of strong viable nodes through the clustering and concentration of activities at appropriate and accessible nodal locations is overall policy. The nodes require to be well integrated with the movement systems of the city and support the surrounding sub-regions. The above is reinforced by the drive to initiate and implement corridor development. This establishes a clear structure for movement and accessibility, supported by the establishment of a more compact urban form, which is directly linked to the strong high intensity, mixed use nodes and associated higher residential densities. The aim is to ensure a more effective and efficient use of facilities, enabling people to live closer to amenities and work

Cradle City Master Plan Section 2: The Vision & Section 3: The Objectives

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opportunities. It also enables the management, maintenance, protection and expansion of the significant public and private sector investment in services and infrastructure within a typical node. This intensification approach is to be driven by economic and environmental sustainability to ensure that people are living in harmony with the environment. 3.1.2 Densification Hand in hand with intensification, is an appropriate level of overall densification. The number of people attracted to and living within an urban environment, combined with their skills, knowledge and disposable income, creates the potential economic market and creates the required support threshold for amenities, services and facilities. In general terms, the higher the population density in an urban area, the better for the potential market threshold. The benefits of seeking higher density levels include: • Social: Encouraging positive

interaction and diversity, improving the viability of, and access to, community services, and enabling more and better integrated residential development.

• Economic: Enhancing the economic viability of development, and providing economies of scale with regard to infrastructure and amenities

• Transport: Supports public transport, reduces car travel and parking demand, and makes underground / basement parking more economically viable.

• Environmental: Increases energy efficiency, decreases resource consumption, potentially reduces pollution, preserves and helps fund the maintenance of public open space and reduces urban sprawl.

To avoid the negative socio-economic and spatial impacts of over-densification, the approach should be design-led, underpinned by urban design principles and design guidelines, concentrating on a sustainable and viable urban quality. Urban market trends should be taken into account but must not necessarily dictate the outcome. This densification objective is also supported in the Spatial Development Frameworks of the affected local authorities. In general the active densification of strategic locations within the city area (in and around nodes, along mobility and transportation routes) is promoted to accommodate demand in close proximity to existing economic opportunities and infrastructure. This also avoids increased urban sprawl and enables the re-structuring of the urban environment. The densification is supported through the establishment of clear principles and density design guidelines.

3.1.3 Diversification For the optimal functioning of a development of this nature an appropriate diversity of land use activities should be established. This begins with those land uses that meet daily needs of residents and its workforce. Integrated with that should be a diverse range of secondary activities, such as social support and public facilities (education, health, religious), as well as public space and recreation areas. The business and retail activities to be promoted are informed by the urban and regional context of the development, and possibly a particular activity or mix that gives the development a focus, which reinforces the vision and particular identity that is being sought, strengthens its position and role in the wider urban context. 3.2 A Sustainable Environment Conserving and enhancing the natural environment, water systems and open space systems form an integral part of the development of an urban environment. This enables the integration and most effective utilisation of the urban area’s existing and future physical and natural resources. In general terms the open space systems should support a range of ecological, social and institutional functions, which conserve and enhance the urban environment’s natural heritage, and contributes to the establishment of a sustainable living and urban environment that supports human activities. This approach forms an integral part of the Spatial Development Frameworks of the affected local authorities. All have proposed Metropolitan Open Space Systems with associated Environmental Management Plans. The metropolitan open space systems aim to establish an inter-connected and managed network of open spaces that support interactions between social, economic and ecological activities, sustaining and enhancing both ecological processes and human settlements (JMOSS). In general, where identified areas have a high conservation and / or recreation potential, the principle is that open space and environmental considerations should take precedence over development considerations. This applies in particular to: • Ecologically sensitive and

endangered areas. • Where the open space system

requires to be linked to re-establish continuity.

• Where the restoration of the ecological balance is required.

3.3 An Integrated Movement Framework

The movement framework of the development determines its connectivity and accessibility, which in turn affects uses and activities, density, security and the impact of the development on adjoining areas. The structural components of the movement framework are the hierarchy of movement routes, the associated intersections, access points and crossings, cycle ways and the pedestrian pathways (separate and / or sidewalks), whist the individual activities and components comprise walking, cycling, vehicular transport (commercial and private) and public transport. A successful movement framework for the development will: • provide a maximum choice for how

people will make their journeys (walking, cycling, motor-driven / vehicular, and various modes of public transport);

• provides good access, taking into account the kinds of movement that are generated within and for the development; and

• establish clear connections to existing routes, local facilities and neighbouring nodes and activities.

The establishment of an efficient movement system is included in the Spatial Development Frameworks of the affected local authorities. In general these include: • The establishment of an Integrated

Transport Plan. • The establishment of a road network

hierarchy and associated management guidelines.

• The establishment of appropriate public transport infrastructure (bus, rail and comb-taxi).

The City of Johannesburg’s SDF states that 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 and rail, public and private) and activities at various levels, intensity and scale. It specifically endorses the promotion of the public transport as the means to increase accessibility of opportunities to all city users.” 3.4 Mixed Use, Mixed Density and

Supporting Social Facilities The development proposes the establishment of a mixed use and mixed density development, with an appropriate level of supporting social facilities and services. The benefits of this mixed use and mixed density approach include: • More convenient access to facilities. • Potentially reduced travel-to-work

trips in terms of time and / or distance, reducing congestion and time delays.

Cradle City Master Plan Section 3: The Objectives

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• Greater opportunities for social interaction.

• Socially diverse communities. • Visual stimulation and delight of

different buildings in close proximity to one another.

• Improved safety with more “eyes on the street”.

• Greater energy efficiency and more efficient use of space and buildings.

• More consumer choice of lifestyle, location and building / lifestyle type.

• Urban vitality and street life. • Increased viability of urban facilities

and support for business, including public transport.

A mixture of residential typologies and associated tenure mixes should also be promoted to support the land use mix. This promotes social diversity and enables the establishment of different residential typologies, which discourages the establishment of exclusive enclaves. The mixed residential density approach is also an objective outlined in the Spatial Development Frameworks of the affected local authorities. In principle these promote the establishment of sustainable housing environments in appropriate and accessible locations. This is to be supported by the provision of adequate social and economic amenities. Within this a range of housing typologies should be provided according to desirable densities and tenure. Within this proposed residential mix will be a component of inclusionary housing, in order to assist in achieving government’s housing drive as proposed by its “Breaking New Ground” policy. To ensure the viability of the development, it is considered that government will assist with supporting incentives (possibly additional bulk, density bonuses or other mechanisms) in order to offset the additional costs and enable viable margins. 3.5 Sustainable Infrastructure

Development encompassing Energy & Resource Efficiency

The proposed development seeks to establish an appropriate supporting engineering infrastructure and social facilities provision that is directed by energy and resource efficiency, placing the infrastructure development on a sustainable trajectory. Within the context of an undersupply of infrastructure services in the wider sub-region, as well as the lack of capacity within the current systems, and in particular electricity, sewerage and water, a sustainable infrastructure development approach is required to service the development. This is to include principles such as: • Energy efficiency and the use of

alternative energy sources.

• Greenhouse gas emission abatement.

• Water conservation. • Waste avoidance, reuse and

recycling. • Pollution prevention - noise, water,

air, soil & light. • Enhanced biodiversity. • Reduced natural resource

consumption. • Productive and healthier

environments. • Useable buildings. • Social amenity. • Transparent reporting. 3.6 A Quality Public Environment,

Open Space and Landscape The quality of the public environment, the associated open space and landscape, is underpinned by the liveability and the imageability of the proposed development. The objective is to establish high quality public environments, including public squares, piazza’s, open spaces, parks and sidewalks; with appropriate landscaping of flora and fauna, that support activities taking place within these, provide human comfort and contribute to their overall environmental sustainability. 3.6.1 Liveability The liveability of an urban environment refers to the contribution it makes to the quality of life of the area’s inhabitants and users. This requires that the development’s urban environment and its activities should contribute to the well-being of its entire population (residents, workforce and visitors), with regard to facilities and services, public spaces and places, parks and open spaces, supporting engineering infrastructure, recreation, entertainment and cultural activities. Some principles that enable this are: • The goal to ensure that all

households have access to individual and community facilities and receive equitable and appropriate level of service.

• The maintenance of existing resources (natural and man-made) and infrastructure investment, including rehabilitating and sustaining ageing infrastructure before its deterioration beyond recovery, and the provision of new service infrastructure.

• Ensuring full service provision of community facilities, guided by service standards and necessary operating funds required to sustain these facilities on a day-to-day basis.

3.6.2 Sense of Place Lynch (1960), in “The Image of the City” introduces the concept of ‘imageability’, which he defines as that quality in a

physical object which gives it a high probability of evoking a strong image in any given observer. It is that shape, colour, or arrangement which facilitates the making of vividly identified, powerfully structured, highly useful mental images of the environment. It might also be called legibility, or perhaps visibility in a heightened sense, where objects are not only able to be seen, but are presented sharply to the senses. A development’s sense of place is determined by the identity and character that is deeply felt by local inhabitants and visitors. It is based on the collective perception and experiences of the activities, places and spaces that characterise it. This is defined by the built fabric and the natural environment, - pedestrian-friendliness, the overall living and urban experience, legibility, image and identity, buildings and architecture, animated street activities, landscaping and special/unique features, such as views, particular events etc. 3.7 Urban Management The overall urban management of the development is critical to its successful functioning and liveability. Components of this include: • Safety and security. • Emergency management, including

disaster management. • Municipal services. • Add-on services through public /

private partnerships such as an urban improvement precinct.

• The control of development through land use management systems and the enforcement of by-laws.

These aspects are to be established within the context of the local municipalities’ municipal functions, as directed by the Municipal Systems Act. In addition public-private partnerships (with residents, businesses and land owners) are to be investigated to enable a satisfactory and integrated level of service delivery and support.

Cradle City Master Plan Section 4: Alignment with Spatial Development Policy

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Figure 4-1: Lanseria Development Framework 2020 (April 2008, City of Johannesburg)

Figure 4-3: Region 5 Spatial Development Framework (City of Tshwane SDF)

Figure 4-2: Mogale City Spatial Development Framework

Cradle City Master Plan Section 4: Alignment with Spatial Development Policy

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4.0 ALIGNMENT WITH SPATIAL DEVELOPMENT POLICIES OF LOCAL AUTHORITIES

The development proposals contained in the Cradle City concur with the spatial development policies and directives of the three local municipalities. 4.1 City of Johannesburg: The City of Johannesburg’s (CoJ) Lanseria Development Framework 2020 spatial development plan for the wider Lanseria sub-region (Figure 4-1) includes the following: • The establishment of a freight

corridor structured around Malibongwe Drive (K29), allowing commercial and limited residential development.

• The reinforcement of the K-route road network; reinforcing proposed connections and the introduction of public transport.

• The establishment of two mixed use nodes within the sub-region: The Lanseria Metropolitan Node and a district node.

• The consolidation of commercial and business activities around Lanseria airport, allowing for the expansion of airport-related activities.

• Further commercial and light industrial development, particularly in relation to the Malibongwe Drive freight corridor.

The resultant land use structure (Figure 4-2) proposed by the city has been incorporated into the Cradle City master plan, ensuring correlation between the initiatives. It includes the commercial / airport expansion zone around the Lanseria airport and the mixed use node in the southern part of the site. The associated land uses, comprising retail, commercial, office and high density residential have also been also been incorporated. 4.2 Mogale City SDF The Mogale City SDF’s land use structure in the north is currently viewed as a district mixed use node, it is defined as a “mixed land use zone”. This is to comprise environmentally sensitive development (low density residential, hospitality, leisure and tourism facilities) abutting the Crocodile River system. This is complemented by mixed use developments with retail, commercial, office, and high density residential in relation to the Lanseria airport expansion The Cradle City master plan incorporates these land use activities.

4.3 City of Tshwane SDF The Tshwane SDF identifies the Crocodile River and environs, abutting Cradle City to the north, as an important natural, leisure and recreational area. The Region 5 Spatial Development Framework identifies this area as a management zone, allowing for low intensity development, comprising environmentally friendly residential estates, leisure and tourism facilities.

Cradle City Master Plan Section 5: Consolidating the Development Direction

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Figure 5-1: The Three Triggers- Development Catalysts

Cradle City Master Plan Section 5: Consolidating the Development Direction

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5.0 CONSOLIDATING THE DEVELOPMENT DIRECTION

The development direction is consolidated from the established objectives and the outlined spatial development policies of the local municipalities. It focuses on five aspects: • Placemaking • Movement & Access • Sustainable Community • Realising Policy • Development Catalysts 5.1 The Three Places The opportunity that stands out comprises the potential to establish three distinct and unique places: • In the north the idea of “The Green

Coast” area with lifestyle, tourism and leisure development: - Lifestyle - Cultural Heritage - Tourism - Leisure-Recreation-Sport

• In the center the Airport area

“Lanseria Airport, Business, Industrial, and Tourism Gateway” area: - Aero city - Health City - Business & Industrial - Hotels

• In the south an “Urban Living

Centre” area: - Regional Mixed Use Node & Commercial Centre - Integrated Residential - Business - Industrial

5.2 Getting There: Access &

Connectivity Albeit that current connectivity and access is somewhat constrained, the proposed PWV freeways & K-routes establish a comprehensive movement lattice, which releases significant development potential. The existing and planned road infrastructure connects to the land-holding peripherally, establishing strategic connections with other parts of the urban system, and providing critical access. Unlocking the site’s access is achieved by a central spine (punching through – under - the Airport would be first prize). If the continuous spine is not achieved, the southern and northern portion will each have a central spine and associated loop road. An overall loop movement system is to be established, comprising Malibongwe Drive, the K31, the K215 and Cedar Road extension. This is overlain by a proposed

secondary movement system, which, together with existing road infrastructure is connected at as many points as possible on the loop system, providing the critical access to sustain long term development. There are proposals by the City of Johannesburg to link the BRT system to the entrance of the Lanseria airport, giving the land holding public transport access. This has the potential to be extended and augmented. 5.3 A Quality Live, Work & Play

Environment All urban policies and the objectives promote the establishment of a quality urban environment. In this regard the desired quality must not be equated with high income, i.e. implying that quality can only be achieved in such areas. Rather, the quality urban environment to be achieved here is based on a holistic and sustainable development approach, which protects and enhances the natural environment, enables sensible economic growth and realises social justice (access for all people to urban opportunity, accommodating a diversity of activities and residential environments, and the provision of supporting social and cultural facilities). 5.4 Realising Spatial Planning Policy The development proposals both from the public sphere (local government) and the private sphere (land owners and developers) are working in synergy, affording the opportunity to realise spatial planning policy. The latter includes: • The establishment of the Lanseria

Mixed Use node, kick-starting phase 1 which is estimated to be 70% of the land area.

• Establishing peripheral mixed use to regional and district nodes.

• Establishing mixed density development.

• Realising the incremental development of infrastructure services and social facilities.

• Realising mixed residential development, as well as inclusionary housing.

• Growing the city economy, yielding an increased rates base and establishing employment opportunities.

5.5 The Triggers: Development

Catalysts A number of current development trends and initiatives form the basis for three development catalysts that can kick-start the physical development (Figure 5-1): • The establishment of a Tourism and

Leisure Node in the northern precinct. This is predicated on

development synergies with the Cradle of Humankind World Heritage Site and the existing residential lifestyle developments and leisure / tourism activities.

• The development of the Airport Gateway & Business Park (Lanseria Business Park), a component of the first phase of development. This is predicated on existing development rights and the proximity of services infrastructure which is also utilised by the Lanseria airport. Services support to expansion & development of the airport, integration

• The first component of the Urban Living Centre – lifestyle… the provision the beginnings of a mixed use node, based on a regional shopping, the current lack of which frustrates a burgeoning residential market in the area, combined with office & business space, and high density residential

The development direction outlined herein is in synergy and compliance with the spatial planning by the City of Johannesburg and adjacent municipalities. How the compliance is achieved is outlined in the following section.

Cradle City Master Plan Section 6: The Development Plan

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Figure 6-1: The Overall Spatial Structure


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6.0 THE CRADLE CITY MASTER PLAN

The Cradle City Master Plan comprises a series of interrelated sub-plans. Each of these have their particular focus, yet form an integral part of the wider whole, fulfilling a particular role, that in combination form a co-ordinated and integrated master plan. The components include: • A movement system and

transportation plan, in support of the proposed development rights. This is in support of current transport planning by the Province and the affected three municipalities. They will indicate proposals for roads, road reserves and cross sections, as well as public transport, cycle paths and pedestrian sidewalks and paths.

• Underpinning and directing the land use allocation is an Environmental Impact Assessment, and associated specialist studies, which outline a series of environmental principles.

• A land use plan and rights informed by specialist investigations of current market trends, the capacity of the land holding, and the overall development objectives.

• Engineering services plans which support the proposed rights and indicate bulk services facilities and proposals.

• An Urban Design Plan that indicates key developments and foci of the development and their form, public environment proposals and illustrates the spatial and physical relationship between roads and the built form. It also includes public open space and landscaping proposals, as well as social and cultural facilities.

6.1 The Overall Spatial Structure The overall spatial structure (Figure 6-1) is predicated on the establishment of an access matrix and sub-regional connectivity route network. This forms a strong development lattice. The latter connects to the existing and planned road infrastructure at as many points as possible, providing key connectivity to sustain long term development. The land-holding access is achieved by the establishment of new road links, and the upgrading of existing road infrastructure, to establish a ring road around the land-holding. This is reinforced by the planned north-south PWV-3 freeway development. and the existing N14 freeway. The alignment of this is adjusted according to the identified environmentally sensitive areas, which are closely associated with the various river systems in the area. The development is contained in the north and east by major river systems and their associated hilly and undulating

topography, combined with existing (and proclaimed) nature areas, as well as lifestyle estate developments. To the north-west and west the development falls within the interface zone of the Cradle of Humankind World Heritage site. The core of the land-holding is the Lanseria International Airport. Albeit not in the ownership of Amari land, it forms the knuckle around which the development is taking place. The benefits are the existing infrastructure to which connections can be established, forming a base for consolidation and future expansion. The constraints are that the airport effectively forms a development vacuum, where the edges can be intensified and links between the north and south formed along its perimeter. Consequently the development is structured into three components: 6.1.1 The north; the idea of “The Green

Coast” area with lifestyle, tourism and leisure development (Lifestyle / Cultural Heritage / Leisure-Recreation-Sport).

6.1.2 The core; the idea of the

“Lanseria Business Industrial, and Tourism Gateway” area (Aero city / Health City / Business, Industrial / Hotels / Residential Mixed Use).

6.1.3 The south; the idea of the “Urban

Living Centre” area (Regional Commercial Centre / Integrated Residential / Business / Industrial).


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Figure 6-2: The Movement System


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6.2 Movement System and Transportation Plan

The proposed Provincial PWV and K-Route road networks form a potential movement and development lattice that is to direct the future development of the region and the land-holding. This is overlaid by a secondary movement network and public transport system, which refines the development lattice to enable local connectivity and access. 6.2.1 Movement Lattice The movement lattice forms a matrix of access and connections, which structure the Lanseria Cradle City site (Figure 6-2). The system consists of: • The loop road and central boulevard

spine. • The NS and EW link roads. In the

north these are meandering with the nature of the environment (following the topography and undulating hill-sides and river valleys). In the south they are structured more formally as a distorted street grid, adjusted according to topography, river courses and sensitive natural environments, and form a pattern of city blocks.

• A secondary and local street system is established, forming fine-grained city blocks and enhanced access.

The associated time frame for the development of the proposed Provincial PWV and K-Routes remains uncertain. However, they have formed the primary structure of the lattice. They include: • The PWV 3, a north-south freeway

interchanging with the N14, K29 and K31. This proposed freeway is aligned in parallel with Malibongwe Drive, forming a major north- south mobility route, with a systems interchange with the N14. This will potentially add to the regional accessibility to the site, and provide links to the economic core of the Province.

• Within the proposed freeways are a series of high order mobility K-routes, both in an east-west and north-south direction. Of particular significance to the site are the existing K29 (Malibongwe Drive) north / south route and the existing K33 (CedarRoad), again linking east - west to Cosmo City.

• The K29 (Malibongwe Drive) will be upgraded to a dual carriageway in a north-south direction. Similarly the K33 (upgrading of Cedar Road).

• A new access interchange with the N14 is proposed adjacent and east of the site.

• The planned K-215 north-south route has been extended to the north and together with other secondary roads forms a ring road around the development. This will increase the connectivity and will allow for better circulation within the

proposed development. It is proposed to include an additional dedicated bus lane to accommodate the proposed Cradle City ring road distribution system. This may be a possibility in the long-term, but is not currently planned by the city.

• The proposed K31 is a key east-west route, which passes along the northern edge of Lanseria Airport, and intersects with all the major north-south road systems: The PWV3, Malibongwe Drive (K29 R512), the Lanseria Airport access, and the K31. This route links with Beyers Naude extension (in the far west), enabling access to the Cradle of Human Kind World Heritage Site), and intersects with the Wiliam Nicol (R511) extension in the far east, and on to eastern routes which connect into southern Centurion of the City of Tshwane, and eventually the Centurion CBD.

6.2.2 Central Boulevard: Activity Street It is envisaged that the proposed central boulevard, which forms a central spine through Cradle City (with a potential link under the airport), will be developed to the standard of an Activity Street as defined in the CoJ SDF.


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Figure 6-3: The Public Transport System

Note: TOD structured around BRT stop and route, as proposed by CoJ.


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6.2.3 Public Transport The movement lattice allows for a diversity of public transport possibilities (Figure 6-3). These are to be guided by the proposed phasing of the development, the existing public transport services that are presently available along Malibongwe Drive and the proposed implementation of the Strategic Public Transport Network (BRT) by the City of Johannesburg. The plan will thus enable a diversity of people to access and move within the development. The City of Joburg is establishing a Bus Rapid Transport system along the major north-south routes of the R512 (K29 / Malibongwe Drive) / Lanseria; the R511 (William Nicol Drive Extension) / Fourways to Diepsloot and links to Sunninghill. The Johannesburg Bus Rapid Transport system is planned to be extended on Malibongwe Drive (K29) up to the entrance of Lanseria airport. It is considered that in the long term, the public transport will be extended to form a loop within the development. This is not being planned by the city but is an option for the development. A further possibility in the long term may be a Gautrain link as well as other rail links to Tshwane and Krugersdorp. A rail system is currently being investigated for high volume / freight transportation flows. 6.2.4 K29 (Malibongwe Drive) Freight

Corridor The CoJ’s Lanseria Development Framework 2020 proposes, as a result of existing and planned commercial and industrial developments along its length, the consolidation of its development into a fully fledged freight corridor. The caveat is that it must be supported by the development of bulk services, for which the municipality is not taking responsibility. This freight corridor has been incorporated into the Cradle City Master Plan. 6.2.5 Transport Orientated

Development (TOD) Given the impetus of Cradle City to incorporate viable public transport systems, the development proposes the establishment of mixed use activities and higher density residential development particularly around BRT stations, along their routes, and at future railway stations. This essentially supports and complies with the objectives of enabling Transport Orientated Development (TOD). This is typically characterised by: • A degree of mixed use activity

(convenience retail, local business and commercial, social facilities public amenities, recreation- entertainment & cultural amenities).

• Pedestrian friendly environments, with open space, public parks and piazza’s.

• A mixture of high density residential typologies, at a density that supports public transport.

• Well managed vehicular movement, access and parking, to avoid pedestrian / vehicular conflict and reduce vehicular dominance of the area.

The above complies with the policy of the City of Johannesburg SDF 2007/8 (June 2007). The envisaged Cradle City movement system and transport plan, as outlined above, will support the following development paradigms of the City of Johannesburg’s Growth and Development Strategy: • Proactive absorption of the poor. • Balanced and shared growth. • Facilitated social mobility. • Settlement restructuring.


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Figure 6-4: Public Environment Structuring Elements


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6.3 Public Environment, Landscape and Natural Environment Plan

The quality of the public environment is key to creating both land value and a quality living environment that elicits use and enjoyment. This builds on and integrates the natural environment system and associated ecological sensitivities that exist on the land-holding. 6.3.1 Public Environment Structuring Elements In the framework there are a number of public environment systems (Figure 6-4): • The large natural riverside open

space in the north providing a “Green Coast” for the tourism facilities, low density residential and / or even a golf course is a potential.

• The sensitive river wetlands in the

southern portion of the site, establishing a green lung and extensive natural landscape.

• A system of hard landscaped

squares and soft landscaped formal parks which are associated with the central spine and loop road, and the core retail facility.

• The hard public space and soft

public space networks are linked to the natural open space and river systems. The latter form part of the overall network, forming an integrated network of natural open space and public environment.

• The primary hard public spaces

(urban squares and piazza’s) have been located at the proposed public transport (BRT) stations. The public facilities are predominantly within an approximate walking time of 12.5 minutes (or 1’000 metres).

• The envisaged community facilities

have been positioned at strategic locations along the public environment and open space network, enabling complementary use. They are strategically located within each of the sub-precincts, enabling easy access and integration with proposed activity patterns.

• The road reserves are an important

part of the open space system and should be heavily landscaped and tree-lined, creating the precedent for the environmental quality that the Cradle City promotes. A series of boulevards and avenues will be established throughout the development, with appropriately landscaped medians.

6.3.2 Environmental Sensitivities The environmental sensitivities of the land-holding, predicated on the extensive river systems and associated tributaries within and adjacent to the land-holding, and the development imperatives of the Cradle of Human Kind World Heritage Site, implicate both the proposed urban structure of Cradle City, and the development of its public environment area. The environmental sensitivity studies (Figure 6-5), comprising a preliminary ecological assessment (Source: SEF, 5 May 2008), are summarised as follows: • Biome: Grassland • Regional Vegetation: Egoli Granite

Grassland (Mucina & Rutherford, 2006).

• Status of Regional Vegetation: Endangered (Mucina & Rutherford, 2006).

• Vegetation found on site: - 1. Disturbed Egoli Granite

Grassland (Secondary Grassland);

- 2. Hydrophilic (Wetland)

Vegetation; - 3. Riparian Vegetation; and - 4. Alien woodlands.

• Site sensitivities (Figure 6-5) - 1. Wetland and associated

vegetation and - 2. Riparian area This includes potential habitat of Red Data species.

• Red Data Species for which evidence was found on the site: - 1. Pyxicephalus adspersus

(Giant Bullfrog) - A skeleton of a Giant Bullfrog

was found on site A. Within the urban edge, a buffer of at least 60m around the outer edge of wetlands should be adhered to where the Giant Bullfrog occurs. Parts of the site fall outside the urban edge where a buffer of 500m should be respected around wetlands (GDACE, 2006). The new draft GDACE Requirements for Biodiversity Assessments stipulate buffer zones of 1000m (GDACE, 2008).

Figure 6-5: Environmental Sensitivity


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Figure 6-6: Cradle of Human Kind- Development Zones


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This will consume most of the proposed site and it is thus advised that the suitable foraging, breeding, aestivation etc habitats on the site should thus be assessed by a qualified herpetologist in order to inform relevant buffer zones around the wetlands (GDACE, 2008).

• Red Data Species with a possibility of occurrence on the site: - 1. Tyto capensis (Grass Owl). - Suitable habitat exists on

the site, but no evidence of their occurrence was found.

- 2. Pyxicephalus adspersus (Giant Bullfrog). A skeleton of a Giant Bullfrog was found on site A. Further investigation is needed to confirm the Giant Bullfrog’s usage of the site.

- 3. Eupodotis specie (Korhaan). A couple of Korhaan were flushed from the grasslands on site B. The birds could not be positively identified. Follow-up visits were made in an attempt to encounter the birds again, but to no avail.

• Conservation concerns: River, wetlands, Giant Bullfrog and Korhaan

Conclusion: High sensitivity concentrated around wetlands, rivers and their associated buffer zones. This also includes the habitat of Pyxicephalus adspersus Bullfrog, Tyto capensis (Grass Owl) and a Eupodotis specie (Korhaan). The development will focus on combining land value creation, tied to management of resource, and a quality living environment that elicits use and enjoyment. The former are also the basis for the environmental impact assessment and associated outcomes, to enable environmental integration and legislative compliance. The development implications Cradle of Human Kind World Heritage Site have also been taken into consideration. The northern section, i.e. ”Green Coast” portion, falls within the development catchment zone of the heritage site (Figure 6-6). The proposed land use activities for this zone are: Leisure, tourism, lifestyle estates, recreational and residential development. Agriculture and conservation land use activities are also permitted. Mining and industrial activities are considered to be incompatible. The Green Coast precinct will incorporate compatible land use activities as recommended above. The envisaged Cradle City Public Environment, Landscape and Natural Environment Plan, as outlined above, will support the following development paradigms of the City of Johannesburg’s Growth and Development Strategy:

• Sustainability and Environmental Justice

The plan supports the fundamental principle of the City of Johannesburg to establish a sustainable and quality living environment for all of the city’s users through the effective management of the city’s environmental resources and the enforcement of environmental legislation (CoJ SDF, June 2007). The environmental plan and associated principles outlined here form the foundation to the more detailed environmental planning and green building design that will be undertaken at a precinct level. At the latter stage the city’s JMOSS principles be applied in greater detail, as will its environmental management framework and associated guidelines.


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Figure 6-7: Land Use Activities


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6.4 Land Use Activities, Community Facilities and Housing

Cradle City will yield a diversity of land use activities, with supporting social facilities and a range of residential environments, to enable the realisation of a sustainable and holistic development. It is estimated that this new town in town will accommodate approximately: • A total of 240,000 people. • This includes about 80,000

residents. • 31,000 residential units for different

markets. 6.4.1 Mixed Land Use Activities &

Densification The land uses of the development (Figure 6-7) comprise a mix of activities. The types of land uses and activities have been aligned with those of the Lanseria Development Framework 2020 of the City of Johannesburg. These include: • Metropolitan Nodal Mixed Use • Metropolitan Nodal Periphery Mixed

Use • District Nodal Mixed Use • District Nodal Periphery Mixed Use • Airport Expansion Zone • Medium Density Residential Zone • Low Density Residential Zone • Commercial and Light Industrial

Zone • Institutional Zone • Conservation Area The resultant land use activities are structured into three sub-precincts: • The northern precinct, which falls

predominantly into the Mogale City local municipal area: The idea of “The Green Coast” area with lifestyle, tourism and leisure development. This includes land uses such as low and medium density residential development, associated tourism, recreation and leisure uses, with district nodal periphery mixed use.

• The central precinct, adjoining Lanseria airport to the north (within the City of Johannesburg metropolitan municipality), the: “Lanseria Business. Industrial, and Tourism Gateway” area: This will include land uses such as the airport expansion zone to establish “Aero city”, the inclusion of existing industrial, business and hotel uses, and the inclusion of a district node mixed use which could also incorporate health, leisure and tourism uses.

• The southern precinct: (within the City of Johannesburg metropolitan municipality) – the proposed “Urban Living Centre” area. This is a metropolitan node with metropolitan nodal and periphery mixed uses.

The configuration of the land use activities was directed by the following principles. • Existing spatial planning policies, as

outlined above. • Ensuring that the various

development areas and capacity of the land-holding respects the established environmental sensitivities.

• The strategic location of the “best appropriate land use” in relation to the proposed natural open space and public environment network.

• Ensuring appropriate matching of the built fabric, the massing thereof, the intensity of activity, to the access and connectivity of the movement system. In order to maximise the potential of the movement system to generate and support the envisaged urban activity.

• Ensuring that mixed us urban development is established at a horizontal level within the sub-precincts, as well as vertical mixed use in buildings in areas of highest intensity and density (such as in the nodal areas and their periphery).

The mixed land use activity approach is underpinned by establishing an appropriate level of development intensity, supported by appropriate densities. The concentration and intensification of activities in Cradle City is within the proposed mixed use nodes of the land-holding. These will include a more intense mix of activities as well medium and higher density residential development. The densification is to be undertaken in accordance with the CoJ’s density guidelines, directed by the established location factors and development principles of the SDF. A particular emphasis in this regard is the appropriate densification along and around relevant public transportation routes / infrastructure. This is to support the Council’s public transport orientated development approach and the BRT that is to service Cradle City. The envisaged Cradle City mixed land use activities plan, with appropriate intensification and densification, as outlined above, will support the following development paradigms of the City of Johannesburg’s Growth and Development Strategy: • Proactive absorption of the poor. • Balanced and shared growth. • Facilitated social mobility. • Settlement restructuring.


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Figure 6-8: Community Facilities

Figure 6-9: Residential Development & Incremental Housing


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6.4.2 Community Facilities The provision of community facilities has been undertaken in accordance with the standards as set out in the Lanseria Development Framework 2020 of the City of Johannesburg. The required number of facilities is outlined in the table below (Table 6-a), and their location in Figure 6-8. The master plan establishes the amount of development rights ….. This is a framework and is being amended constantly as planning continues.… 6.4.3 Residential Development and Inclusionary Housing A diversity of residential development is provided within each of the sub-precincts (Figure 6-9). The estimated number of units are indicated in Table 6-b. At present estimates the development will yield approximately 26’000 residential units. With the application of the bonus bulk another 5’000 units can be provided, potentially yielding in total 31’000 residential units. This translates into a potential residential bulk of approximately 3,700,000m². This includes 20% of floor area for inclusionary housing. As per National Government Housing Policy, 20% of the bulk residential floor area has been allocated to inclusionary housing. An indicative income split of this inclusionary housing is: 60% / 40% to an income range of R 7,500 – R 12,000; and range of R 4,000 – R 7,500; respectively. This is to be exactly determined at precinct plan level, where precise feasibilities and market needs will determine the exact outcomes. The master plan commits to the inclusionary housing in principle. The plan supports the following development paradigms of CoJ’s GDS: • Proactive absorption of the poor • Balanced & Shared Growth • Facilitated Social Mobility • Settlement Restructuring

Table 6-a: Proposed Community Facilities

Table 6-b: Approximate Housing Yield


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Figure 6-10: Land Budget Plan


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6.5 Land Budget and Development Rights

A preliminary gross Land Use Budget has been established for the master plan, and is reflected in Table 6-c. This is in accordance with the Lanseria Development Framework 2020 of the City of Johannesburg. It is estimated that the development in total will yield the following: • 750,000m² of retail. • 2,5 million m² of business / office • 3,7 million m² of residential • 1,2 million m² of industrial /

commercial • 200,000 m² of tourism / leisure An approximate total of 8,2 million m².

A comparison has been made to show that the development complies with the rights schedule policy of the Lanseria Development Framework 2020 of the City of Johannesburg. This is outlined in Table 6-d. It is noted that of the Metropolitan Mixed Use Node the development is taking up the following: • Metropolitan Mixed Use Node 4A:

65% of the area; 54% of the rights and 42% of the housing.

• Metropolitan Mixed Use Node 4B: 41% of the area; 25% of the rights and 49% of the housing

Table 6-d: Comparison of Rights- CoJ Policy & the proposed Cradle City Mixed Use Metropolitan Node

Table 6-c: Cradle City- Summary Land Use Budget


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6.6 Engineering Services & Infrastructure Development Plan The engineering services and infrastructure development plan comprises the following components: • Transportation • Bulk Sewer • Bulk Water • Stormwater Management • Electricity Supply The design of the Cradle City infrastructure services will be based on the design principles contained in the guidelines for the “Provision of Engineering Services in Residential Townships” published by the department of Community Development and to the various authorities’ (City of Johannesburg, City of Tshwane & Mogale City) requirements for engineering services. All services will be installed by a competent contractor approved by the relevant authorities after award of the contract by means of an acceptable tender process. The General Conditions of Contract for works of civil engineering construction, standard specifications SABS 1200 and relevant particular specifications will pertain to the contract. Each of these is outlined in more detail in the following sections. 6.6.1 Transportation Plan 6.6.1.i Existing Road Network The proposed Cradle City is located east of the K-route R512 (K29) and Ashanti Road (K31). The national road (N14 ) is located south of the proposed development. 6.6.1.ii Proposed Road Network The proposed development is located in the vicinity of the following roads, as indicated on Figure 6-11: • Road P103-2 (K29) (R512): It is a

class 2 road running north south, west of the development. The K29 is a two-way single-carriageway main collector connecting Randburg to the south with Hartebeespoortdam to the north. Dualling this road has been identified as one of the priorities of the 2010 world cup soccer. The Lanseria airport has been identified as a strategic transport facility for the event. The second carriageway will be constructed from Cosmo City to just north of the Lanseria airport intersection (K31 intersection). According to our knowledge no amendments to the planning of this K-route will be required.

• N14: This national road running south of the proposed development

Figure 6-12: Proposed Road Hierarchy

Figure 6-11: Proposed Road Network


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has a diamond interchange at the interchange of K-29 and N14.

• Planned K215: It is a future road, which is expected to be a class 2/3 road running north south located east of the development. The future road joins the K31 approximately 3,0km with a T-junction. The new alignment is expected to meet the old alignment west of this future intersection. According to our knowledge no amendments to the planning of this K-route will be required. The K215 has been deviated near the east runway area to accommodate any future airport expansion.

• Planned K31: This road is currently an access road serving the Lanseria airport. It is a class 3 road expected to be upgraded from a single to a double carriageway with two lanes in each direction and turning lanes at the major intersections. The alignment of this route was changed after a report was prepared by PWV Consortium in March 2002 (Report no. 543B). Only the route determination has been done for the K31 and no basic planning yet. It is not clear from the report itself whether this change in the alignment was done in terms of all the requirements of Act 2001. A small deviation on the north eastern side of the airport is proposed to accommodate the planned extension 37 township.

• Route K33: it is a class 2 road, located south of the development, and intersects with the K-29. The K33 currently runs as a single carriageway west to east from the K-29 and crosses the N14 to Cedar Road via an overhead bridge. The K-33 is the main collector connecting Fourways to the south with Lanseria to the north.

6.6.1.iii Road Network Functionality The Cradle City proposed development is approximately 800 hectares in extent and is adjacent to the Lanseria Airport. The Lanseria Airport is earmarked for expansion to bring it to international standards. This will create new vehicle and passenger trips which will require a new road network in addition to the two existing roads (K-29 and N14). The proposed land use will generate approximately 14 300 vehicle trips in the peak direction, and which will require seven additional one-way lanes on the cordon area of the road network. The new proposed road network is based on the existing road network and the planned provincial roads. The extra road network is being built to meet the new traffic demands of the new proposed development, and is established according to a hierarchy (Figure 6-12). To accommodate the new vehicle trips the following is proposed:

• Primary Roads: The proposed PWV3: This proposed freeway is located on the west of the proposed development. This planned road runs from north to south linking Randburg and Central Gauteng. It plans to interchange with the K-31 and with the proposed K-33 extension. The PWV3 connects with the N14 with a clover interchange. To the north, the PWV 3 has recently been changed to merge with the K29 for approximately 10 kilometres (through the mountains) as one route and as two routes beyond this section. The 10 kilometre section may be tolled. N14: The N14 is located further south of the proposed development and has an interchange at the K29. In order to provide connectivity to the CBD, it will require two interchanges from the N14. A new interchange was planned 5 km east of the existing interchange as stipulated in the DOT guidelines. This new interchange will join the K215 and other tertiary roads leading to the development and creates an east to west connection. This new interchange will create better connectivity, circulation and continuity of vehicle flows.

• Secondary Roads

The planned K215 was extended around the proposed development and together with other secondary roads creates a ring road. This was done to create connectivity between the north and south of the development. The tertiary roads from the east of development will join the K215. The K215 will intersect with the K33 on the west of the development. The K215 will cross the N14 national road via overhead bridges. K33 Extension: This road is currently a linkage road between the K29 and Cedar Road in the south. It has a two-way single carriageway bridge over the N14 Freeway. The K33 extension extends further west of the K29, intersecting with the proposed K215 ring road and the proposed PWV3. Cedar Road will be closed south of the K52 and the K33 will replace it to the south of the K52 but more to the west. It is currently a class 3 road expected to be upgraded to a full dual carriageway K-route in the future.

• Tertiary Roads

The tertiary roads are mainly collector roads that carry vehicle traffic to high order roads. The tertiary roads will help internal

circulation within the proposed development.

6.6.1.iv Access The proposed development (Cradle City) is proposed to have direct access from the tertiary roads. The tertiary roads will have access to the K-routes and the K-routes will interchange with the two freeways at four positions. The spacing of access linking to the tertiary roads to the K-route will be a minimum of 600 meters apart as stipulated in the Provincial guidelines. The access from the national road N14 and PWV3 will be a minimum of 5km apart. 6.6.1.v Public Transport • BRT: The BRT route has been

planned by Johannesburg Metropolitan Municipality on the K29 linking to Johannesburg Metropolitan urban area.

• City Distribution System: The proposed Cradle city will incorporate an inner city distribution public transport system on the K215 ring road.

6.6.1.vi Rail The proposed Cradle City including its industrial area is large enough to warrant rail connection. This could be located within one of the road reserves. The rail could take the form of a Gautrain Spur or an extension of one of the Spoornet lines. The investigation is currently being undertaken. 6.6.1.vii Toll Roads The current Gauteng toll road strategy does not directly affect the proposed development except for the possible PWV3 toll to the north.


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Figure 6-13: Proposed Bulk Infrastructure Services Plan


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6.6.2 Services Infrastructure- Water Reticulation

Water master planning has been executed on behalf of Johannesburg Water for the “Lanseria Corridor”, by Messrs GLS Consulting Engineers. It is envisaged to provide regional water storage reservoirs for the purposes of water reticulation. (Figure 6-13)These will be supplied by a new water supply line from the Sonneglans Reservoir. Johannesburg Water is the utility company of the City of Johannesburg that would be providing water to the development. Figure 6-14 shows the bulk water supply scheme in diagrammatic format. It is understood that currently there are severe financial and resource constraints that may hinder the roll-out of water services infrastructure to the development. In this regard alternative possibilities and interim solutions will be investigated, undertaken in the context of the City of Johannesburg’s capital investment programmes and the future planning of Johannesburg Water for the area. The roll-out of water provision for the development will be set out in a heads of agreement between the developer and Joburg Water. 6.6.3 Services Infrastructure- Sewer Reticulation Master planning for waste water treatment has been executed on behalf of Johannesburg Water by Messrs GLS Consulting Engineers. Various pumpstations, rising mains, gravity sewers and waste water treatment plants are proposed, as indicated in Figure 6-13. Figure 6-15 is an extract of the master planning that has been undertaken. A planned roll-out of the various phases of the development will determine the positioning of interim waste water treatment plants, pumpstations, rising mains and gravity sewers, until such time as the construction of the permanent Lanseria Waste Water Treatment Plant is justified. Primary treatment will be by way of activated sludge chambers, secondary treatment by way of planted soil filters and sludge treatment by way of sludge drying beds. No chemical treatment is envisaged. The interim plants will be required to be approved by Johannesburg Water. Effluent discharge from the plant will be used primarily for on-site irrigation, with an option to discharge to the water courses within the development. The effluent discharge is to meet the standards set by the Department of Water

Affairs, and a license to discharge treated effluent will be applied for at the same department.

Figure 6-14: Proposed Bulk Water Supply

Figure 6-15: Proposed Bulk Sewer Reticulation


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Figure 6-16: Electricity Estimates

Figure 6-17: Electricity Plan


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6.6.4 Services Infrastructure- Stormwater Management

Stormwater attenuation ponds / structures are proposed within the development, as required by the Johannesburg Roads Agency. These stormwater attenuation ponds / structures will be designed to attenuate the difference between the pre and post development stormwater volumes. Discharge from attenuation ponds will be limited to pre-development flow conditions for storms having a recurrence interval of 1:5 and 1:25 years. Stormwater management will necessitate the installation of an underground pipe system within the development to accommodate the pre-development flows. Attenuation ponds will be landscaped so as to further enhance the visual and environmental impact of the development. Discharge to the existing stormwater drainage systems will be in compliance with the requirements of the SANRAL, Gautrans, GDACE, DWAF & City of Joburg City Parks and CoJ Environmental Planning and Management. These will be designed in a manner that discharges predevelopment flow stormwater at 45 degrees on the existing floodlines, so as to minimise the impact on the watercourses. Separate reports for the various phases, containing attenuation calculations will be required to be submitted to the Johannesburg Roads Agency for approval, prior to construction. This will be incorporated into the precinct planning phase of the project. 6.6.5 Services Infrastructure- Electricity Cradle City falls within the Eskom supply region and will be split into 2 sections – i.e. the Northern Precinct and the Southern Precinct (Figure 6-16). 6.6.5.i Electricity: Northern Precinct • Electrical Infrastructure Masterplan The Northern Precinct will be serviced via the existing Lanseria substation and the proposed new Cradle City North substation as indicated in Figure 6-17. These substations will have the following electrical maximum supply capacities: Lanseria substation : Existing firm capacity 10 MVA Additional upgrade planned 20 MVA Subtotal 30 MVA Less existing load 8 MVA Future firm capacity 22 MVA Proposed new Cradle City North substation: Future firm capacity 40 MVA (2 x 40 MVA transformers – phased as required): Therefore proposed total long term firm capacity 62 MVA

• Power requirements of proposed developments in Northern Precinct:

The load estimate for the Northern Precinct is: Medium Density Residential zone 3 750 kVA Low Density / Rural Residential zone 6 445 kVA District Mixed Use Nodal Core 18 068 kVA District Mixed Used Nodal Periphery 34 574 kVA Wetlands & Landscaped spaces 0 kVA Total 62 837 kVA Say 62 MVA The load estimate of 62 MVA ties in with the proposed new firm supply capacity of 62 MVA. 6.7.5.ii Electricity: Southern Precinct • Electrical Infrastructure Masterplan The Southern Precinct will be serviced via the proposed new Ithuba substation (short term) and the proposed new Cradle City South substation (long term) as indicated in Figure 6-17. These substations will have the following maximum supply capacities : Ithuba substation : Future firm capacity 120 MVA (4 x 40 MVA transformers – phased as required) Proposed new Cradle City South substation : Future firm capacity 120 MVA (4 x 40 MVA transformers – phased as required) Therefore proposed total long term firm capacity 240 MVA • Power requirement of proposed

developments in Southern Precinct : The load estimate for the Southern Precinct is : Metropolitan Mixed Use Nodal Core 135 153 kVA Metropolitan Mixed Use Nodal Periphery 51 082 kVA Airport Expansion Zone 21 623 kVA Wetlands & Landscaped spaces 0 kVA Total 207 858 kVA Say 208 MVA The load estimate of 208 MVA is adequately catered for with the proposed new firm supply capacity of 240 MVA. 6.7.5.iii Electricity: Northern Precinct Final positioning of substations will be determined by the phasing of the zones within the precincts. This will be accurately determined at the precinct planning stage.

6.6.5.iv Conclusion The Cradle City development falls in line with Eskom’s long term macro planning. Final planning, detail design etc will be finalised with Eskom to fall in line with the phasing of the various internal townships via the precinct planning process.


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Figure 6-18: The Urban Design Plan


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6.7 The Urban Design Plan The Urban Design Plan (Figure 6-18) indicates key developments and foci of the development and their form, public environment proposals and illustrates the spatial and physical relationship between roads and the built form. It also integrates the public open space and landscaping proposals, as well as social and cultural facilities. It comprises the following components: • Place-making, including:

- Built Form & Public Spaces Design Guidelines.

- Sustainable Built Environment Guidelines.

- Architectural & Green Building Principles

• Integration of infrastructure • Environmental sensitivity and

sustainability • Integration of movement These are all elaborated upon in the following section 7, the development principles. An example of the environment and design that is to be achieved is shown in Figure 6-19 below.

Figure 6-19: Artists Perspective of the Airport Industrial, Business & Tourism Gateway

Cradle City Master Plan Section 7: Development Principles

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Figure 7-1: Example- Integration of the Built and Natural Environment


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7.0 THE DEVELOPMENT PRINCIPLES & DESIGN GUIDELINES

The Urban Design Plan forms the foundation to the overall development principles that Cradle City is to realise. The development principles and design guidelines outlined hereunder are conceptual in nature and are a guide, with supporting illustrations, to what should be undertaken. The specific layout and detailed design resolution is to be undertaken at the precinct planning stage. The guidelines are structured into four components: • Environment • Movement & Transportation • Engineering Services & Social

Facilities • Place-making Each of the components is elaborated upon in more detail. 7.1 Environment The environmental development principles and design guidelines are informed by: • The EIA scoping assessment and

recommendations / outcomes. • Established environmental policy. • Good practice principles. An area of suitable size and incorporating all the sensitive habitats (i.e. rivers, ridges and open grasslands) on the land-holding and / or relevant site must be set aside and managed as an urban open space. This area must have connectivity with adjacent natural open spaces. Ecologically sensitive, especially the linear systems and meta quarts outcrops should be kept as ecological corridors and managed as open spaces. Areas of natural vegetation should be retained as part of the public open space layout. The natural area can be incorporated into the design of the public open spaces provided there are continued links with surrounding natural vegetation that may hold these species pollinators. Public open spaces should be carefully integrated with natural open spaces (Figure 7-1) keeping the following principles in mind: - Smaller, intervening patches of

surviving habitat can also serve as "stepping stones" that link fragmented ecosystems by ensuring that certain ecological processes are maintained within and between groups of habitat fragments.

- Create ecological corridors that contribute to the conservation of biodiversity by:

Supporting connections between remaining natural habitat;

Supporting connections between large, intact areas of natural vegetation and adjacent open space systems

to facilitate unrestricted dispersal and movement of biota;

Including a diverse array of natural habitats, including wetlands;

Ensuring that landscaping is done with indigenous plant species;

Ensuring that all barriers between properties are permeable to wildlife e.g. Palisade fencing;

Ensuring that road curbs and other such infrastructure are wildlife compatible e.g. easily crossed with road underpasses and or overpasses etc.

- Existing degradation should be mitigated / rehabilitated, including the removal of rubble and litter of any kind;

- A management plan must be compiled to provide landscaping guidelines that require that landscaping associated with the development include forage and host plants required by pollinators and other fauna;

- All storm water management features should be constructed in a manner that will ensure the continued functioning of natural landscape, as any changes in surface water flow quality or quantity, have significant impacts on the surrounding vegetation that in turn affects associated animal groups; and

- Road crossings over any drainage lines must be planned with the utmost care. Provision should be made for the continued undisrupted dispersal of fauna along any drainage lines

Existing roads and services must be utilised as far as possible to reduce the area infringement of the development on the natural habitat. All new / additional road networks must be planned with care to prevent the dissection or fragmentation of any important faunal habitat types. Only indigenous vegetation may be utilised in the landscaping of the development. The list of species currently occurring on site (which includes many suitable landscaping species) should be used as a guideline for plants to be used in landscaping. The natural features of the site should be managed in a holistic manner. This applies to all land use development. Natural drainage gulleys must be treated as wetlands and no development may take place within the drainage lines. A 30m buffer zone must be provided between wetlands and any development. Where required, the restoration of the flood plain and riparian vegetation the rehabilitation of other environmentally sensitive areas must be undertaken

according to the environmental management guidelines. The proposed roadways are to form part of the wider open space system by the incorporation of tree-lined avenues and boulevards, with extra wide medians and verges, and the possibility of including linear parkways within the road reserve. In this way the roadways become an extension of the open space system, forming part of the green network and contributing to the establishment of a well designed public environment. 7.2 Movement and Transportation. Public transport is to form a critical element of the overall movement system within the development. The principles are to: • Establish public transport stops

within catchments of 400m or a 5 minute walk.

• Integration of local authority public transport initiatives and associated development principles, such as the City of Joburg SPTN / BRT.

• The incorporation of existing bus routes and combi-taxi routes, and extending these to serve the development.

A fundamental principle of the development is to enable overall walkability and “pedestrian friendliness”, i.e. that where feasible people are able to walk to facilities within a well designed, maintained, controlled and safe environment. This requires that social facilities and public spaces be located within 5 minutes / 400m to 10 minutes / 800m, building on the principle of a walkable neighbourhood. It also requires that all road reserves within Cradle City are to accommodate high quality pedestrian sidewalks. For the establishment of pedestrian routes the following aspects require to be considered: • Connections: That the pedestrian

routes connect the places and spaces that pedestrians walk to.

• Convenience: That the routes are direct and easy to use; and within appropriate distances between places.

• Convivial: The routes require being attractive, well lit and safe, and animated with a variety of activities along the route.

• Comfortable: The footpath should be of an appropriate quality and of an appropriate width, and give protection from the elements.

• Conspicuousness: The pedestrian paths must be well marked, easy to locate and easy to follow. They must be appropriately surfaced and supported with signage.

The inclusion of cycling routes is also to form an integral part of the development.


Page 7 / 3Figure 7-3 : Urban Living Centre Mixed Use Design Exploration Figure 7-4 : Urban Living Centre Mixed Residential Exploration

Figure 7-2: Massing Studies of Land Use Management Zones

7(a) Airport Expansion Zone 7(b) Metropolitan Mixed-Use Nodal Core

7(c) Metropolitan Mixed-Use Nodal Periphery 7(d) District Mixed-Use Nodal Periphery


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In general the routes require to be direct and traffic-calmed, with safe places for people to store their bikes at their destination. Separate cycle tracks are an incentive for people to cycle and should be introduced where space allows and where these enhance the overall movement system. In more dense urban environments, sufficiently wide pavements must be established, to enable pedestrians and cyclists to share the same space. They can be separated through a raised kerb and / or via appropriate markings. These are to be supported by cycle parking lots and appropriate storage, and they should form an integral part of the overall street layout. Parking is to be provided on site of the various developments, with on-street parking on the majority of the streets as public parking. In addition strategically placed public parking sites / garages are to be established within 400m catchments to support the diversity and mix of activities. Public parking areas are to be designed with trees … reduce thermal heating. 7.3 Engineering Services and Social

Facilities Alternative storm water management and conservation development strategies in the overall development are important to achieve floral and faunal diversity and ecological sustainability. Accordingly, to reduce storm water runoff volumes and improve water quality, methods such as dispersed infiltration and storage strategies should be applied. These include the application of conveyance swales vegetated with indigenous plant species, infiltration buffers, wetland biofilters and detention lakes or ponds. It is recognised that impervious surfaces in urban areas significantly increase water run-off with negative environmental impacts. In this regard it is recommended that permeable surface areas (for pavements, driveways and other areas) be created in order to retain the water-retaining function of the soil in the urban landscape. Application of alternative and more environmentally sustainable energy sources, such as solar power, wind energy and the utilisation of gas. The development aims to establish an overall waste management regime which minimises waste and properly manages the waste disposal process. This limits the potentially harmful impacts on the environment and can contribute to the visual and physical amenity of the developments and its built form. Minimising waste is relevant to all stages of a development’s / building’s lifecycle, from construction to demolition. It also includes the way in which waste is stored and collected. Principles include:

• Encourage waste minimization by including source separation, reuse and recycling.

• Incorporate existing building elements where appropriate and possible.

• Provision of efficient storage and collection of waste and quality design of facilities.

• The integration of waste management processes into all stages of the project, including the design stage.

• Include on-site composting if possible.

• Appropriate location of storage areas and disposal of waste according to local authority regulations and waste disposal services.

Overall water conservation is an important principle, given the fact that water is considered a scarce resource. In this regard the development is to establish improved water efficiency by reducing per capita potable water demand from the mains and by re-using water, which would otherwise be lost, as run off or waste water. Principles include: • Requirement to harvest rainwater

(through rainwater tanks) and urban storm water runoff (through passive water management regimes such as retention ponds where applicable, or other means).

• The option to install two separate water piping systems: potable and grey water.

• To capture, treat and reuse waste water where appropriate.

• The utilisation of grey water for landscape irrigation, car washing and hard surface area cleaning.

• The establishment of water efficient landscapes by the planting of indigenous vegetation and serviced by efficient water deliver systems (e.g. drip irrigation).

The location of social facilities within walkable pedestrian sheds of 5 minutes / 400m and 10 minutes / 800m respectively. If this is not feasible, then appropriate access to public transport is required. 7.4 Place-making Guidelines 7.4.1 Built Form & Public Spaces

Design Guidelines The establishment of multifunctional public spaces serves a dual role: they extend the opportunity for economic exchange and promote socialisation and interaction. Well-designed and managed public spaces can contribute to improved safety and security and, by enhancing the quality of the environment, stimulate investment and social cohesion within the development.

The public environment and open space system should be designed with clear definition and enclosure, with a clear function and supporting activities. This is achieved by the establishment of a common building line and / or build to line that creates continuity of frontage and establishes definition and enclosure. The three dimensional mass of a building defines the public realm. Accordingly building elevations and / or trees and the cross-sections of public environments and public spaces should be appropriately scaled to establish the sense of urbanism particular to that site and environment. This is supported by the establishment of minimum heights. The development is to include minimum design criteria at a precinct level, which accentuate the building’s relationship to the public environment, its point of entry, parking, vehicular circulation, the security treatment of site boundaries, massing of built form, elevational and roof treatment, façade modulation, vertical composition and relationship to adjacent / neighbouring developments. The building massing studies of the proposed land use management zones begin to inform the above (Figure 7-2). 7.4.2 Sustainable Built Environment

Guidelines The establishment of vertical mixed use building developments, supported by a mix in land use activities (horizontal mixed use), enables economic viability, supports public transport, reduces the need to travel, and enables walkability. The mixed use building typology requires that an active ground floor frontage be established, ensuring that interest, life and vitality are added to the public realm (Figure 7-3). It also ensures that mono-use areas are avoided, which result in the inefficient and under-utilisation of infrastructure and services. Included in the mixed use principle is the provision of a mixed residential / housing typology and associated tenure mix. This will enable people from diverse income groups to live in the development. This is to be underpinned by a design approach that ensures a quality building design and aesthetics, with associated management regimes, to ensure upkeep of standards and appropriate maintenance of the development (Figure 7-4). An important component in the establishment of a sustainable built environment is the inclusion of the appropriate number of social facilities. Increased residential densities increase the demand for these facilities. In general the facilities should be clustered and / or included in the vertical mix of buildings, in order to maximise on synergies of usage, as well as reduce expansive land requirements. For example sports fields can accommodate two or more sport activities, school halls can double up as community halls for meetings etc.


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Figure 7-5 : Green Building Principles


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to the principles and objectives of ‘Secured by Design’. These principles include designing public spaces and access ways so that they are overlooked by developments, i.e. increasing natural surveillance, provided with good lighting (preventing dark, secluded or remote areas) and clear sight lines to ensure good visibility. In this regard the spatial and design principles outlined in Designing Safer places – A Manual for Crime Prevention through Planning and Design (Kruger T et al., South African Police Service & CSIR, Pretoria, 2001) are to be applied. 7.4.3 Architectural & Green Building

Principles Energy efficiency and conservation is be enabled (Figure 7-5) by the ability of the building to optimise thermal performance, thermal comfort and daylight. Measures must reduce the necessity for mechanical heating and cooling, minimise greenhouse gas emissions and use the natural climatic advantages of the development’s location such as cooling summer breezes, and exposure to unobstructed winter sun. Controls in this regard are to include: • Assessment of energy performance

requirements and consumption levels (these will have to be established).

• Incorporation of passive solar design techniques to optimise heat storage in winter and heat transfer in summer by - maximising thermal mass in floor and walls in northern rooms of buildings. - Insulating roof/ceiling/ external walls to minimise overshadowing. - Improve the control of mechanical space heating and cooling by targeting heating/cooling systems to particular areas, maximising natural ventilation, and including adjustable awnings and blinds.

To support water conservation, an appropriate use of fixtures and appliances is required which reduce water consumption and utilise water more efficiently. This would include the covering of swimming pools and the utilisation of more water efficient irrigation systems for gardens and open spaces. Building developments are to minimise sunlight reflection. This is to reduce potentially hazardous glare for pedestrians and motorists. It is also to avoid additional heat load on other buildings. In this regard reflective glass may not be allowed on any building. Windy conditions can cause discomfort and danger to pedestrians, and downdrafts from buildings can inhibit the growth of street trees. Conversely, moderate breezes that penetrate the

streets enhance pedestrian comfort and disperse vehicle emissions and air-conditioning plant exhausts. Redevelopments and new developments are to satisfy nominated wind standards and maintain comfortable conditions for pedestrians. Building design should minimise adverse wind effects. In accordance with the controls to ensure public safety and comfort, the required maximum wind criteria that building developments are to adhere to, are to be established at a precinct level. In general lighting pollution is to be minimised: • Avoid light trespass and glare

originating from street and security lighting. Fit “full cut-off” luminaries to limit the amount of light trespass and to control light output and restrain glare.

• When vertical structures or surfaces are lit, such as building facades or signs, direct the light downwards if possible. If the only alternative is to up-light the element, the correct luminaire must be fitted to avoid light spillage.

Cradle City Master Plan Section 8: Precinct Structure, Precinct Plans & Phasing

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Figure 8-1: The Cradle City Precinct Structure


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8.0 THE PRECINCT STRUCTURE, PRECINCT PLANS AND PHASING

8.1 The Precinct Structure The Cradle City development has been structured into a series of precincts (Figure 8-1). This will enable a more manageable approach to the development and form the basis to the precinct planning process. The structure of the precincts has been informed by: • Existing development energies and

expansion opportunities. • Environmental sensitivity & natural

features; topography etc. • The principle of establishing a

walkable environment. A total of three precincts and associated sub-precincts have been established: • “The Green Coast” • The “Lanseria Airport Business,

Industrial, and Tourism Gateway” • The “Urban Living Centre” 8.2 Package of Plans Approach The management of the development, as outlined in the introduction, is directed by a package of plans approach. This encompasses the establishment of a master plan, out of which precinct plans are established for specific components of the development. Each precinct plan will form the basis to their respective site development plans, and then detailed building plans. The outcomes of this master plan stage for Cradle City are as follows: • Outlining policy compliance with

existing sub-regional planning and existing spatial development frameworks of the local authorities.

• The incorporation of the outcomes and directives from an Environmental Impact Scoping of the land-holding.

• The establishment of a Land Use Plan, with overall land use rights. This includes the required provision of social facilities, public open space, sport facilities and recreation.

• The establishment of a Transportation Plan, including road network planning, public transport and traffic management requirements.

• The establishment of an Engineering Services Plan, determining the bulk water, sewerage, electricity and stormwater requirements for the development. The plan also includes a phasing strategy for this component.

• The establishment of an Urban Design Plan, establishing directives and principles with regard to the proposed built environment, urban

form and place making, and green building and architectural principles.

The next stage, once approval has been obtained for the Cradle City Master Plan, will be the establishment of Precinct Plans. 8.3 Precinct Plan Requirements The Precinct Plan comprises the detailed planning and design of an area within the land-holding in order to realise its physical development. The precinct area is defined according to its characteristics and the proposed development phasing. The components of a precinct plan include: • Establishment of a precinct

development concept according to the master plan.

• Refinement of the development concept into a precinct plan with: - Undertaking an Environmental

Impact Assessment with resultant Environmental Management Framework.

- A detailed land use plan, with land use rights to site level of detail. This will yield a detailed zoning plan and associated development rights (floor area, height, coverage, parking etc.)

- A detailed transportation and traffic plan, including traffic impact study. This will include proposals and designs for the inclusion of public transport, cycle ways and pedestrian paths.

- A detailed engineering services plan, including local reticulation, as well as a service plan design (and costing).

- The establishment of a detailed urban design plan and supporting design codes. This will deal with the street environment, the pedestrian network, environmental improvements, mixed use, densities, building massing and heights, residential typologies, block structure and urban grain, edge treatment and landmark buildings, emergency management and public safety & building design guidelines.

- Undertaking required public participation processes.

• The establishment of a detailed management framework. This will outline in detail co-ordination with local authorities, town planning approvals and controls, and the possibility of establishing community improvement districts, and other forms of public-private partnerships etc. to enable the urban management of the development. This may also investigate the option of establishing a design review process, as well as a development

forum for the precinct, including local land owners, business, residents and the local authorities and their utilities.

• The establishment of a detailed implementation strategy. This will outline: - Costing and where applicable

establishment of business plans. - Infrastructure development

phasing, according to agreed time frames and based on an incremental approach.

- Responsibilities and accountability; including establishment of heads of agreement regarding infrastructure provision and services.

- Development management: technical and administrative co-ordination and support.

The precinct plans are to form the basis for the variety of heads of agreements that require to be established with local and provincial authorities, as well as the associated utilities and agencies such as Eskom and Rand Water.


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Figure 8-2: Proposed Phasing Sequence

Note: Architectural impressions of Phase 1 development: Lanseria

Business Park

Note: Architectural impressions of initial part of Urban Living

Centre development

Cradle City Master Plan Section 9: Conclusion

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8.4 Proposed Phasing The phasing of the Cradle City development initiative is directed by the existence of existing rights, where development can commence within the context of the master plan principles and directives. The second aspect implicating the phasing is the roll-out of service infrastructure, as currently new infrastructure has to be provided. Figure 8-2 outlines a possible phasing sequence. The first phase of the project is the establishment of the Airport Gateway & Business Park at Lanseria Airport (Figure 8-2). Here the development rights are already in place and there are possibilities to connect to the existing service infrastructure of Lanseria airport. The business park development seeks to expand and improve the overall services infrastructure for the area. The business park is well into its township establishment and Environmental Impact Assessment processes. The relevant departments of the City of Johannesburg are at present considering the applications for approval. 9.0 CONCLUSION The Cradle City Master Plan brings significant benefits to the development of the City of Johannesburg and its municipal neighbours. It also sets out the working relationship between the local authority and the developer regarding the detail planning and design, and implementation via a sequential roll-out. 9.1 The Benefits The benefits of the Cradle City initiative include: • Economic growth and employment;

establishing a diversity activities and mixed uses (business, commercial, retail, industrial, mixed residential, and tourism and leisure), yielding employment opportunities in an underdeveloped region of the city, to the benefit of people in Cosmo City, Diepsloot and other marginalised areas. This enables the growth of a diverse range of sectors, allows for increased participation and shared

benefits, supporting the Growth and Development Strategy paradigm of balanced and shared growth.

• A sustainable settlement form that includes a mixed use and compact urban form, with a full spectrum of supporting social facilities and services, and a quality public environment. It reinforces and applies the nodal development strategy of the City of Johannesburg, establishing the nodes on the site as per approved planning frameworks. This supports the Growth and Development Strategy paradigm of settlement restructuring.

• The location of Cradle City in an underdeveloped region of the city, the establishment of regional and local road connections, the inclusion of public transport, the inclusion of a variety of social facilities (that serve the development and the wider sub-region), and employment provision, establishes a new and significant urban opportunity that is accessible by all sectors of society. This supports the Growth and Development Strategy paradigm of facilitated social mobility.

• The development’s mixed use, mixed residential typology, and the commitment to a significant component of inclusionary housing, enables access to a diversity of residential markets. This supports the Growth and Development Strategy paradigm of proactive absorption of the poor.

• Achieves an environmentally, economically and socially sustainable approach which meets the city’s environmental and sustainability objectives. This supports the Growth and Development Strategy paradigm of sustainability and environmental justice.

• The application of the package of plans approach, which establishes and guides the working relationship with the city. This supports the Growth and Development Strategy paradigm of innovative governance solutions.

9.2 The Way Forward The Cradle City Master Plan has established the platform for the future development co-ordination between the local authorities in general, and the City of Johannesburg in Particular. This is guided by: • The development rights that have

been established and approved in terms of the Cradle City Master Plan. The quantity and extent of the development has been determined and complies with that of the CoJ Lanseria Development Framework 2020, as well as the SDF of Mogale City.

• The application of the precinct planning process for the approval of township establishment and zoning rights. This is to go hand in hand with compliance of associated statutory requirements and policies,, such as environment, traffic and infrastructure, social facilities and local economic development. It enables the incremental development of the land-holding and ensures compliance at all levels, and the undertaking of participatory approaches.

• The principle to establish heads of agreement with the local authorities, the Province, relevant utility service providers such as Eskom and Rand Water, and the City of Johannesburg and its agencies in particular, on the process and principles for infrastructure services provision and urban management processes (type of services, consideration of sustainable alternatives that comply with policy and are feasible, the overall design, the costing, the rollout and time frames, financing mechanisms, and operations and maintenance). It is envisaged that these will be established typically with regard to, but not limited to, road infrastructure development, water and sewerage infrastructure, electricity, storm-water and telecommunications services.

• for the detail / continuous relationship (engagement with various committees, including CoJ Infrastructure Co-ordinating Committee etc.) / principle: offset- required service contributions and reimbursement of costs associated with bulk infrastructure provision (because client / developer will require to provide service infrastructure at own cost up front, and then eventually handed over; subject to compliance with and requirements of local authority).

The above will form the basis to: • The negotiation of services

agreements , civil (roads and storm water) and services engineering (sewer and water) agreements with appropriate Provincial and City Authorities as well as energy supply negotiations with Eskom and the City.

• The setting into place of a continuous relationship with the City of Johannesburg and the other local authorities, regarding the development process. This is to ensure continued and integrated planning and management of the rollout of the development and its necessary approvals at precinct plan level. and fit with policy and the desire for managed development and economic growth in the area.

Documents

Cradle City Master Plan 30 June 08 Phase 1