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facilitated social mobility and equality; settlement restructuring; sustainability and environmental justice; and innovative governance solutions.

The same principles permeate all municipal strategies and plans and should be reflected in this TOD Framework too.

Spatial Development Framework

City Structuring Elements

The main structuring elements of the City, as identified by the SDF, are:

main routes and arterials; nodal developments; residential patterns; open space; and restrictive geotechnical conditions and mining belt.

SDF Principles

Sustainability

responsible use of the City’s natural resources; sustainable rates base and financial model; safe and secure urban environments; protection and conservation of the City’s natural and cultural heritage;

sustainable economic growth and job creation. Efficiency

efficient and robust urban form and structure; managed growth facilitated within the constraints of infrastructure provision;

a city-wide and interconnected open space system.

Accessibility

physical access to opportunities facilitated to all communities and citizens;

diversity of opportunities – economic, social and institutional – afforded by the City;

all modes of transport supporting good access to opportunities.

SDF Development Strategies

The SDF proposes the following development strategies: supporting an efficient movement system; ensuring strong, viable nodes; supporting sustainable environmental management; initiating and implementing corridor development; managing urban growth and delineating an urban de-

velopment boundary; increased densification of strategic locations; facilitating sustainable housing environments in ap-

propriate locations.

Movement System

Road based movement

Main Reef Road (R41) is a “mobility spine”. The im-plications are as follows: it must accommodate through traffic flow with minimum interruption (optimal mobility);

adjacent land uses should be mixed at identified in-tersection nodal points and should include higher density residential;

no direct access should be allowed and side and service roads must therefore be provided;

it forms part of the planned Strategic Public Trans-port Network (SPTN) and Bus Rapid Transit (BRT) routes which requires that public transport facili-

ties, as well as pedestrian movement, must be ac-commodated.

Newclare Rd./Deville St./Paarlshoop Rd. (R24) and Marais St./Du Toit St. (M5) are classified as “mobility roads” which implies the following: they are meant to carry mainly local (intra-regional) traffic and are of a lower order than mobility spines;

adjacent land uses should accommodate local nodal development and higher residential densi-ties;

they have to perform as collectors and distributors for the adjacent mobility spine (Main Reef Road) and link the Langlaagte Station node with the mo-bility spine;

they have to incorporate a future SPTN feeder and distribution system;

direct access should be limited; convenient and safe pedestrian movement and pub-lic transport facilities must be accommodated.

The SDF also identifies the following two categories of roads where activity and access take precedence over mobility. These are: activity streets (accompanied by land uses of a local and fine grain, primarily retail, business and resi-dential); and

local residential streets. Rail based movement

14% of all public transport trips in Johannesburg are made on trains. Langlaagte is one of the 4 busiest sta-tions in the city (along with Johannesburg, Roode-poort and Stretford stations). During the morning peak hour trains from Dube to Langlaagte run at ca-pacity. Rail services between Soweto and the CBD

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Chapter 1: Analyses Page 17 Jakša Barbir

public spaces such as parks and squares should be linked to the pedestrian network;

public transport is integral to the design and func-tioning of the node;

services must be adequate and support the intensifi-cation and densification of the node;

public amenities, community and social facilities should be linked to pedestrian routes and integrated with commercial activities;

the node should be managed as a cohesive entity and not merely as a series of separate properties, land owners and activities.

The abovementioned precinct plans for station linked nodes must consider:

residential densification; pedestrian access, linkages and movement; dedicated road-based feeder and distribution systems; road network improvements (road intersections, sta-

tion access intersections, parking areas and facilities); and

an assessment and upgrading of service infrastruc-ture.

The following guidelines are applicable to the development and management of a node:

Transportation:

pedestrian movement should dominate and influ-ence the design of buildings, open spaces, walk-ways etc;

visible and accessible public transport facilities need to be an integral component of the node;

parking for both public and private vehicles should not inhibit pedestrian movement and social activi-ties;

limited on-street parking should be provided on the main roads – unless these roads are classified as “mobility spines” or “mobility roads”.

Land Use Intensity:

the highest intensity of land use must be located within the nodes;

residential densification should be encouraged as an integral component of the node;

appropriate scaling down of the density and inten-sity of land uses on the interface and beyond the nodal boundary must be managed and facilitated to protect existing residential areas;

a mixed-use and multi-use approach should be ap-plied to activity patterns to achieve an urban (as opposed to suburban) scale of intensity;

horizontal spread (growth) of nodes must be con-tained within defined boundaries and regulated ac-cording to the supporting transport and engineer-ing infrastructure capacities and the neighbour-hood character;

health, education, social, religious and other public / social facilities that attract a constant flow of peo-ple should be used as nodal ‘anchors’ (aimed at maximizing private investment in proximity to these facilities);

market places and facilities for trading must be ac-commodated in the design.

Design Aspects:

security can be enhanced when open spaces are well utilised and lit;

the above aspect can be further enhanced when buildings (particularly residential) face and interact with the open spaces;

elements of the public environment, such as land-marks and outstanding features, must be accentu-ated to create a ‘sense of place’ and legibility;

extensive landscaping and coverage of walkways should be provided for beautification and protec-tion from the elements;

outdoor spaces must cater for the elderly, young and disabled – e.g. ramps, seating, shade;

buildings need to front directly onto the street and have active ground floor uses;

linkages between nodes need to be identified and enhanced.

Urban Management and Maintenance:

property owners’ associations or improvement dis-tricts (BIDs or CIDs) should be promoted;

private sector investment has to be encouraged to take place around public spaces (e.g. public trans-port facilities).

Langlaagte station is also in a close proximity of a large indus-trial node identified by the SDF.

Densification

It must be ensured that movement systems directly link with, and are supported by, strong high-intensity, mixed use nodes and higher residential densities. Housing provision must be focused on affordable home own-ership and rental accommodation at scale, particularly ad-dressing the needs of poorer residents currently not catered for. At the same time it must be ensured that spaces and specific developments s adhere to good standards of urban design. The following residential density indications are given by the SDF:

within 500m of a railway station a density of 30-60 du per ha could be supported;

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fronting on to an existing “mobility road” (Newclare Road, Deville Street, Paarlshoop Road, Marais Street and Du Toit Street) a density of 30-50 du per ha could be supported;

fronting on to an existing “mobility spine” (Main Reef Road) a density of 50-70 du per ha could be sup-ported.

The following conditions apply: a minimum street building line of 3m; all parking is to be provided within the erf boundaries

and parking areas shall be screened from the street boundary by at least a 1,5m wide landscaped area and a pedestrian walkway of at least 1,5m;

at least 10% of the property is to be landscaped; 1 tree per 7,5m along property street frontages; visually permeable materials are to be used along the

street frontages (i.e. palisade fencing); pedestrian access is to be independent from vehicular

access; pedestrian access is to be situated at the closest point

on the property to public transportation facilities. Proposed developments should adhere to the following den-sification design guidelines:

General:

promote variation in the alignment of roofs; a variety of facades promotes diversity and indi-viduality and overcome monotony;

screen walls should be staggered or otherwise ar-ticulated;

hard landscaping should be restricted to vehicle parking and access zones, essential pedestrian pathways and private patios so as to reduce storm water runoff;

variation in scale through mixing single and multi-storey units in one development is encouraged;

street frontage should suit the efficient use of the site, the residential amenity and the character of the neighbourhood.

Neighbourhood character, site layout and land-scaping:

development should be sited and designed to ac-knowledge the privacy of abutting developments;

the siting of individual dwelling units should avoid long rows of buildings, minimise setbacks and preferably not position buildings at right angles to the street boundary;

layouts should respond positively to site features e.g. topography, drainage and vegetation;

good lighting, visibility and surveillance with pe-rimeter lighting on the street frontage is encour-aged;

the objectives of landscaping are to: mitigate noise; screen objectionable views; establish a sense of place; provide definition to dwelling unit entries and

pedestrian pathways; promote safety, security and privacy; enhance structural elements; provide visual relief from blank exterior walls,

building mass and bulk; help retain the long term value of property; minimize the visual impact of impervious sur-

faces; and provide protection from wind and summer sun.

Safety and Security

promote the placement of windows on the façade of buildings to allow for surveillance of public spaces from the building;

spaces around buildings should be designed to re-late to the built form, so that residents can take ownership of the space;

property enclosures should be permeable to allow for visual surveillance in both directions;

landscaping should not obstruct lines of vision or contribute to the creation of hiding places;

appropriate lighting of common spaces such as the perimeter, pathways, and entrance halls should be ensured.

Parking and Vehicular Access:

the number of parking bays in residential develop-ments should be in line with the car ownership trends in the particular area and the Town-planning Scheme requirements;

access must be located so that cars entering the de-velopment will not hinder the vehicle movement in the public street;

paved areas should not hamper the efficient man-agement of storm water;

a minimum of one tree for three open parking bays should be planted;

car parking facilities should not dominate the de-velopment or street frontage;

the focus should be on pedestrians and vehicular movement should not hinder pedestrian move-ment.

Corridor Development

The study area forms part of the East West Development Cor-ridor (EWDC).

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In general, development corridors are characterised by: connected nodes; regional and inter-regional accessibility; a variety of movement options (i.e. road and rail); intense, high-density mixed land use; and availability of tracts of vacant / under-utilised land that

provides opportunities for higher densities and inte-gration opportunities.

The EWDC is based on the historical mining legacy and it incorporates the traditional mining belt (that has been per-ceived as a barrier to the integration of the northern and southern parts of the City). Over a distance of more than 30km this corridor links industrial areas in Ekurhuleni on the east to Mogale on the western boundary of the City. Due to its central location the EWDC has the potential to be-come an integral restructuring and integrating mechanism within the City. The challenge for the City is to take advantage of the opportunities this area presents and transform it into a vibrant, mixed-use urban environment with a thriving econ-omy. The EWDC presents the City with unique opportunities to:

fast-track development in impoverished southern ar-eas;

create employment; improve the quality of life for the urban poor; and improve the north-south spatial integration.

Open Space

The Johannesburg Metropolitan Open Space System (JMOSS) defines quality open spaces as follows:

equitable and accessible: inviting and accommodating;

located throughout a community for all residents to access;

accessible for individuals of various physical and cognitive abilities;

able to meet local (or regional) needs suitable for use by multiple generations and differ-ent cultures;

safe; diverse; connected; ecological (providing habitats, minimizing storm wa-

ter runoff, infiltrating groundwater and offering the community the opportunity to connect with nature);

engaging; cared for; and funded.

Due to local circumstances the following SDF guidelines with regard to open spaces are particularly interesting (applica-ble):

Industrial developments: Where regarded as necessary, adequate air pollu-tion, storm water and waste management measures (e.g. oil traps, effluent treatment plants and storm water dams) should be addressed;

Owners of industrial properties should be enforced to collect all storm water runoff from their proper-ties in sediment ponds before releasing it into river systems. In addition, reed beds should be planted in or along the rivers at the outfalls to further filter the runoff.

All industries, especially those releasing dangerous emissions of any kind, should implement environ-mental management procedures such as/similar to the ISO 14001 standards.

Power lines and other servitudes: Open spaces below power line servitudes and other open spaces, which also exist due to other types of servitudes, should be utilized (e.g. urban agricul-ture, park for walking dogs in residential areas, natural landscape if close to undisturbed area) in such a way that they are a valuable asset instead of a security risk to the surrounding communities.

Housing

Basic principles for housing delivery within the City include: promoting the optimal use of infrastructure and re-

sources; maximising the exchange and minimise transaction

costs through their location on the movement net-work;

locating in close proximity to socio-economic concen-trations, thereby optimising access to opportunities and services;

benefits exceed social, environmental and physical costs;

promoting integration through connectivity; ensuring that work, residential and recreational op-

portunities are all in close proximity, further reducing transaction costs;

forging linkages to the movement network and oper-ating transportation systems, promoting city effi-ciency;

providing accessibility to urban opportunities and services, thereby promoting a vibrant living environ-ment;

housing typologies (types of housing) should range according to desirable densities and tenure;