FOURWAYS DEVELOPMENT FRAMEWORK 2020

APRIL 2008

FOURWAYS
DEVELOPMENT FRAMEWORK 2020

Compiled on behalf of the

Johannesburg Metropolitan Municipality by:

Maluleke Luthuli and Associates

P.O.Box 291803
MELVILLE
2109

Tel: (011) 482 3666

Fax: (011) 482 9734
www.malulekeluthuli.co.za
Contact: Heinrich Melcher
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

LIST OF CONTENTS PAGE

SECTION 1: INTRODUCTION 1
1.1. STUDY BRIEF 1
1.2. PROJECT APPROACH 2
1.2.1. METHODOLOGY 2
1.2.2. GIS DATABASE COLLATION 6
1.2.3. STAKEHOLDER PARTICIPATION 6
SECTION 2: STATUS QUO 8
2.1. CONTEXTUAL SETTING 8
2.2. SOCIO-ECONOMIC 11
2.2.1. SOCIO-DEMOGRAPHIC PROFILE 11
2.2.1.1. Population and Households 11
2.2.1.2. Age Profile 12
2.2.1.3. Marital Status 13
2.2.1.4. Education Level 14
2.2.1.5. Migration Rate 15
2.2.2. ECONOMIC OVERVIEW 15
2.2.2.1. Macro Economic Indicators 16
2.2.2.2. Level of Employment 17
2.2.2.3. Sector Employment 18
2.2.2.4. Occupation 19
2.2.2.5. Annual Household Income 20
2.2.2.6. Individual Monthly Income 21
2.3. TRANSPORTATION 22
2.3.1. MOVEMENT PATTERN 22
2.3.2. ROAD INFRASTRUCTURE 25
2.3.3. PUBLIC TRANSPORTATION 28
2.3.3.1. SPTN Network 29
2.3.3.2. Bus Rapid Transit (BRT) 29
2.3.3.3. Gautrain and Midrand Station 30
2.4. MUNICIPAL SERVICES 30
2.4.1. WATER SUPPLY 30
2.4.2. SANITATION SUPPLY 33
2.4.3. ENERGY SUPPLY 34
2.5. NATURAL ENVIRONMENT 35

i
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

2.5.1. TOPOGRAPHY 35
2.5.2. GEOTECHNICAL SUITABILITY 35
2.5.3. AGRICULTURAL POTENTIAL 40
2.5.4. ENVIRONMENTAL SENSITIVITY 40
2.6. LAND USE 41
2.6.1. LAND USE 41
2.6.2. ZONING 48
2.7. HOUSING & TENURE 48
2.7.1. HOUSING TYPOLOGIES 48
2.7.2. TENURE 49
2.7.3. INFORMAL HOUSING 50
2.7.4. PLANNED HOUSING DEVELOPMENTS 56
SECTION 3: LAND USE ESTIMATES 58
3.1. POPULATION ESTIMATE 58
3.2. LAND USE BUDGET 60
SECTION 4: DEVELOPMENT VISION 63
4.1. SUSTAINABLE DEVELOPMENT 63
4.1.1. CONCEPT OF SUSTAINABLE DEVELOPMENT 63
4.1.2. SUSTAINABILITY INDICATORS 65
4.2. DEVELOPMENT OBJECTIVES 68
SECTION 5: DEVELOPMENT FRAMEWORK 71
5.1. SPATIAL STRUCTURE 71
5.1.1. METROPOLITAN SPATIAL PERSPECTIVE 71
5.1.2. DEVELOPMENT CONCEPT 73
5.1.3. DEVELOPMENT SUITABLITY ANALYSIS 80
5.1.4. SETTLEMENT EXPANSION 80
5.1.5. URBAN DEVELOPMENT BOUNDARY 83
5.1.6. ODOUR IMPACT ZONE 85
5.1.7. LAND USE AND TRANSPORTATION INTEGRATION 85
5.1.7.1. Transit Orientated Development (TOD) 86
5.1.7.2. Application of TODs 90
5.1.7.3. Proposed Transit Oriented Developments (TODs) 91
5.1.7.4. Densification Spines 93
5.2. INFRASTRUCTURE DEVELOPMENT 94

ii
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

5.2.1. TRANSPORTATION 94
5.2.1.1. Road Network Development 95
5.2.1.2. Public Transportation and Station Development 98
5.2.2. MUNICIPAL SERVICES 101
5.3. PUBLIC REALM 101
5.3.1. NODAL DEVELOPMENT 102
5.3.2. ECONOMIC ACTIVITY 102
5.3.2.1. Business Centre Hierarchy 104
5.3.2.2. Business Centre Development 105
5.3.3. COMMUNITY FACILITIES 106
5.3.3.1. Community Facility Hierarchy 106
5.3.3.2. Community Facility Development 108
5.3.4. OPEN SPACE & RECREATION 109
5.3.4.1. Passive Open Space 110
5.3.4.2. Active Open Space Development Principles 111
5.3.4.3. Active Open Space Hierarchy 112
5.3.4.4. Active Open Space Development 114
5.4. HOUSING DEVELOPMENT 115
5.4.1. HOUSING TYPOLOGIES 115
5.4.2. HIGHER-DENSITY HOUSING DEVELOPMENT 121
5.4.2.1. Understanding Density 121
5.4.2.2. Densities Applied 122
5.4.3. AFFORDABLE HOUSING DEVELOPMENT 123
5.4.3.1. Development Approach 123
5.4.3.2. Inclusionary Housing 126
5.4.3.3. Location Criteria and Proposed Developments 127

SECTION 6: LAND USE MANAGEMENT 130

6.1. LAND USE MANAGEMENT CYCLE 130
6.2. LAND USE MANAGEMENT ZONES 131
6.3. DEVELOPMENT DENSITY 138
6.3.1. DENSITY MEASURES 139
6.3.2. DENSITY BONUSES 141
6.4. MIXED-USE NODE PHASING 145
6.5. PARKING 149
6.5.1. PARKING AND PUBLIC TRANSPORT 149
6.5.2. PARKING AND NODAL DEVELOPMENT 150

iii
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

SECTION 7: URBAN DESIGN GUIDELINES 152

7.1. CONCEPTUAL APPROACH 152
7.2. DENSITY INTERFACE 152
7.3. NODAL DESIGN 156
7.3.1. NODAL FOCUS 156
7.3.2. NODAL DESIGN 157
7.3.2.1. MOVEMENT 157
7.3.2.2. LAND USE 160
7.3.2.3. PUBLIC REALM 162

iv
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

LIST OF TABLES PAGE

TABLE 1: CENTRAL SUB-REGION POPULATION 2007 12

TABLE 2: NUMBER AND TYPE OF HOUSING 2001 49
TABLE 3: PMM INFORMAL SETTLEMENT COUNT 2005 51
TABLE 4: JOBURG INFORMAL SETTLEMENT COUNT 2007 52
TABLE 5: INFORMAL SETTLEMENT NUMBERS COMPARED 53
TABLE 6: PLANNED LARGE-SCALE TOWNSHIP DEVELOPMENT 56
TABLE 7: CENTRAL SUB-REGION POPULATION 2020 59
TABLE 8: CENTRAL SUB-REGION LAND USE BUDGET 2020 61
TABLE 9: LAND NEEDED FOR URBAN EXPANSION 2020 AND 2040 81
TABLE 10: LAND USES AFFECTED BY THE URBAN DEVELOPMENT BOUNDARY 84
TABLE 11: PROPOSED ROUTES, STATION AND INTEGRATION 93
TABLE 12: ROAD HIERARCHY AND DESIGN 97
TABLE 13: PROPOSED ROUTES, STATION AND INTEGRATION 99
TABLE 14: BUSINESS CENTRE SIZE AND COMPOSITION 104
TABLE 15: COMMUNITY FACILITY COMPOSITION 107
TABLE 16: FUNCTIONS OF AN OPEN SPACE SYSTEM 110
TABLE 17: ACTIVE OPEN SPACE COMPOSITION 113
TABLE 18: BONDED HOUSING TYPOLOGIES 116
TABLE 19: AFFORDABLE HOUSING TYPOLOGIES 117
TABLE 20: HOUSING DEVELOPMENT APPROACH 125
TABLE 21: AIM AND OBJECTIVES OF LAND USE ZONES 132
TABLE 22: LAND USE MANAGEMENT SCHEDULE 136
TABLE 23: MICRO ENTERPRISE FLOOR AREA ALLOCATION 138
TABLE 24: DENSITY BONUS PROGRAMME 143
TABLE 25: TYPICAL MIXED-USE NODE COMPOSITION BY PHASE 147

v
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

LIST OF FIGURES PAGE

FIGURE 1: STUDY AREA LOCALITY 9

FIGURE 2: AERIAL PHOTOGRAPH 10
FIGURE 3: TRANSPORTATION INFRASTRUCTURE 26
FIGURE 4: PUBLIC TRANSPORTATION NETWORK 27
FIGURE 5: MUNICIPAL SERVICES NETWORK 32
FIGURE 6: TOPOGRAPHY 36
FIGURE 7: GEOTECHNICAL SUITABILITY 37
FIGURE 8: AGRICULTURAL POTENTIAL 38
FIGURE 9: C-PLAN ENVIRONMENTAL AREAS 39
FIGURE 10: EXISTING LAND USE 42
FIGURE 11: COMMUNITY FACILITIES 43
FIGURE 12: OPEN SPACE NETWORK 44
FIGURE 13: ZONING 45
FIGURE 14: INFORMAL SETTLEMENTS 54
FIGURE 15: PLANNED HOUSING DEVELOPMENT 55
FIGURE 16: DEVELOPMENT SUITABILITY 76
FIGURE 17: DEVELOPMENT PROGRAMMING 77
FIGURE 18: DEVELOPMENT FRAMEWORK 78
FIGURE 19: URBAN DEVELOPMENT BOUNDARY 79
FIGURE 20: PROPOSED ROAD NETWORK 96
FIGURE 21: PROPOSED NODAL STRUCTURE 103
FIGURE 22: LAND USE MANAGEMENT ZONES 135
FIGURE 23: MIXED-USE NODE PHASING 146
FIGURE 24: FOURWAYS RESIDENTIAL INTERFACE 153
FIGURE 25: FOURWAYS DISTRICT MIXED-USE NODE 158

vi
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

LIST OF ANNEXURES

ANNEXURE A: DETAILED LAND USE BUDGET

ANNEXURE B: LAND USE DEFINITIONS

vii
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

SECTION 1: INTRODUCTION

1.1. STUDY BRIEF

The Johannesburg Metropolitan Municipality appointed Maluleke Luthuli and Associated to prepare a spatial development
framework for the Fourways Precinct located within Administrative Region A of Johannesburg. The aim of the project was the
following:

• To provide a strategic vision for the precinct that is in line with the broad development objectives emanating from the
GDS, MSDF and RSDF.
• To address specific developmental issues and challenges facing the precinct.
• To guide development within the precinct in a sustainable and responsible manner.
• To provide a basis for guiding the land use management decision making process.

Specific objectives of the project are:

• Enable an accessible, efficient and sustainable urban environment.

• Enable the development of a quality of urban environment.
• Accommodate the needs of the poor while maintaining and maximizing the value of commercial and retail land.
• Ensure the provision of adequate services and social facilities.
• Provide a variety of residential opportunities for a range of income earners, noting the development directives of the
BNG policy.
• Facilitate socio economic development of existing local communities
• Create an environment that promotes the use of an effective public transport system.
• To guide development of bulk infrastructure.
• Preserve and enhance protected environmental areas.

1
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

1.2. PROJECT APPROACH

1.2.1. METHODOLOGY

The methodology for the preparation of the Development Framework was conducted in 6 distinct phases. The project was
conducted on 2 geographical levels. The situational analysis and spatial development proposals (phases 1 to 4) were prepared
on a sub-regional level (Region A was divided into 3 sub-region). The sub-region applicable to this study is referred to as the
Central Sub-Region. The urban design guidelines and land use management framework (phases 5 and 6) were prepared on a
precinct level and is referred to as the Fourways Precinct. The methodology phases comprised the following phases:

Phase 0: Data Collation

This phase involved preparing the base information for the compilation of the Development Framework. Primarily, this
involved creating GIS base maps, delineating precinct boundaries and requesting Census 2001 data from Statistics South
Africa. It also involved acquiring data relevant to the Central Sub-Region form various sources, such as the Department
of Transport, Gauteng Department of Agriculture, Conservation and the Environment (GDACE) and the Satellite
Application Centre (SAC). All relevant planning documents were also obtained, such as the RSDF for Region A.

Phase 1: Situational Analysis

This phase involved the analysis of the information obtained for the Central Sub-Region. The situational analysis
comprised the following components:

a. Socio-economic analysis

This component involved an analysis of the socio-economic profile of the Central Sub-Region population. This
profile specifically took into account the socio-economic attributes of households that live within the Central Sub-
Region, such as household income and age distribution.

2
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

b. Spatial characteristics

This component involved an analysis of the spatial characteristics of the Central Sub-Region. The spatial
characteristics included aspects such as the existing land uses within the Central Sub-Region, housing typologies
applied within the Central Sub-Region and social amenities currently available within the Central Sub-Region.

c. Infrastructure network

This component involved an analysis of the existing and planned transportation network within the Central Sub-
Region. It included identifying the existing public transportation network for all modes of public transportation (BRT,
bus, taxi and commuter rail). The existing and planned municipal services network was also determined.

d. Environmental issues

This component involved determining environmental issues affecting the Central Sub-Region. In particular,
environmental sensitive area, high-potential agricultural soils and geo-technically unsuitable areas was identified.
The impact of these elements on urban development was assessed.

Phase 2: Vision Statement and Development Concept

The vision phase involved defining objectives and strategies for the development of the Central Sub-Region. These
objectives and strategies focused on issues such as urban consolidation and urban infill, nodal and corridor development
and land use and public transportation integration. Based on these objectives and strategies, a Development Concept
was drafted for the Central Sub-Region. This Development Concept illustrated proposed nodes and corridors, urban
linkages and aimed promote positive development trends and urban patterns.

Phase 3: Land Use Budget and Development Phasing

The purpose of this phase was to formulate a Land Use Budget for the Central Sub-Region. This Land Use Budget was
tailor-made for the Central Sub-Region and assessed the development potential and development need within the
Central Sub-Region over a given period. This Land Use Budget provided quantitative projections upon which the spatial
proposals were based, thus providing realistic and achievable spatial development goals.

3
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

The time-span of the Land Use Budget was divided into 2 incremental periods (e.g. 10-year periods) and the calculation
of the Land Use Budget was prepared accordingly. This provided a clear indication of the envisaged development
magnitude within each of the Land Use Budget periods. In turn, this allows the planning of bulk infrastructure (roads and
municipal services) to service these urban expansion areas.

Phase 4: Development Framework Proposals

The fourth phase involved preparing development proposals for the Central Sub-Region. The development proposals
were based on the information gathered and conclusion made in the previous phases. Proposals were made with
regard to the following:

a. Spatial Development

Proposals were be made with regard to land use development to ensure the orderly development of future land
uses within the Central Sub-Region. It included proposals with regard to residential expansion and housing
development, the development of mixed-use nodes, and the infill and intensification brownfield areas.

b. Socio-Economic Development

The proposals incorporated criteria for the provision of community facilities in a spatially equitable manner. This
included, for example, proposals for the provision of education facilities, health facilities and recreation facilities.
Also, proposals were made with regard to economic issues, such as the development of retail/ office nodes and
industrial/ commercial areas.

c. Infrastructure Development

The proposals included guidelines for the development of transportation infrastructure, the promotion of public
transport and the integration of land use and transportation. The proposals also guided the development of
municipal infrastructure by applying the Land Use Budget, which estimated the extent of future urban
development within the Central Sub-Region.

4
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

d. Open space conservation

Guidelines for the conservation of natural open space and the creation of an open space lattice were proposed.

Phase 5: Urban Design Guidelines for Nodes and Corridors

To enable the creation of sustainable, transit-integrated urban environments, urban design guidelines were formulated
for the development of nodes and corridor within the Central Sub-Region. Theses guidelines were applied conceptually
too specific nodes and corridors within each of the precincts of the Central Sub-Region to illustrate in more detail how
such nodes or corridors should develop. For example, these design guidelines illustrate how to create a land use mix,
integrate higher-density housing typologies, develop pedestrian connections and public space, and promote public
transportation.

Phase 6: Land Use Management System

The development framework set out above, was translated into a land use management system that can be used to
implement the framework proposals through applications for land use change. Detailed land use management issues,
pertaining to the implementation of the development framework proposals were addressed. For example, it included
land use mix, development density and parking requirements. These were presented in the following mutual supporting
formats:

a. Demarcated zones

The individual precincts of the Central Sub-Region were divided into a number of Land Use Management zones.
Each of these zones aimed to promote the development of a specific land use character through the application
of land use mix and density.

b. Land use matrix

The land use management system is presented in a matrix format for easy reference and use by municipal
planners, developers and property owners. The matrix was linked to the demarcated zones mention above and
reads with these zones. The matrix defines the land use mix, density and parking requirements to be allowed within
each demarcated zone.

5
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

1.2.2. GIS DATABASE COLLATION

The spatial and infrastructure planning information of the Central Sub-Region and its precincts were drawn into a GIS database.
The electronic mapping and other information was made available to the Municipality for inclusion in their GIS database and is
compatible with the Municipality’s Geographical Information System. Care was taken to ensure the information presented is as
true as possible, legible and user-friendly. The aim was to present a planning tool that will enable municipal planners to manage
land use development within the Central Sub-Region and its precincts in an efficient and effective manner.

1.2.3. STAKEHOLDER PARTICIPATION

It was considered essential to obtain buy-in into the proposals made for the Central Sub-Region. To achieve this, Maluleke
Luthuli and Associates consulted with all relevant stakeholders through the Municipal Department: Development Planning and
Facilitation. These stakeholders essentially comprised the following 2 groupings:

a. Technical Steering Committee

The Technical Steering Committee included relevant municipal technical representatives from all the relevant municipal
departments of the Municipality. Technical meetings were convened and chaired by the Municipality. Provision was
made to allow Steering Committee members to review all interim project documents. Typical representation on these
committees included:

• Provincial Departments
• Special Provincial Projects
• Dept. of Development Planning and Urban Management
• Relevant Council Departments.
• Relevant Municipal Entities (City Power, Joburg Water etc.)

6
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

b. Public Stakeholders and developers

To ensure relevant and needs-accurate inputs were obtained, the consultation process was targeted at public
stakeholders and developers that are directly involved in the planning and development of the Central Sub-Region and
its different precincts. These included:

• Environmental Action Groups

• Property Owners
• Town Planning Consultants
• Ward Committees
• Developers

7
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

SECTION 2: STATUS QUO

2.1. CONTEXTUAL SETTING
The study was dealt with on 2 geographical levels. The first level constitutes a sub-regional level, dividing Region A into 3 sub-
regions. The sub-region relevant to this study is referred to as the Central Sub-Region. It borders the planned PWV9 freeways to
the east, the Tshwane municipal area to the north, the N1 freeway to the south and the Chartwell agricultural holdings to the
west. The Central Sub-Region is depicted in Figure 1. Figure 2 depicts an aerial photograph of the Central Sub-Region.

The second geographical level constitutes a precinct level and involved the subdivision of the Central Sub-Region into 2
precincts. The Precincts are listed below.

a. Diepsloot Precinct

The Diepsloot Precinct is located west of the planned PWV9 freeways, east of the Lanseria area and north of the
Fourways area. General area information and character include the following:

• A municipal boundary interface with Tshwane, the Lanseria area, Fourways and the PWV 9.
• Land uses include the Diepsloot residential area (including its informal settlements), the Northern Waste Water
Treatment Works and extensive agricultural holdings in the eastern and southern extremes of the precinct
• Environmental and open space components include the Jukskei River and the Diepsloot Nature Reserve

8
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 1: STUDY AREA LOCALITY

9
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 2: AERIAL PHOTOGRAPH

10
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

b. Fourways Precinct

The Fourways Precinct is located to the south of the Diepsloot area and east of the Kya Sands area. General area
information and character include:

• Interfaces with the PWV9 area, Diepsloot and Kya Sands

• Predominant land uses include the suburban environments of Dainfern, portions of Lone Hill and Fourways,
interspersed with the higher-density residential and office clusters of Kengies and Glenferness
• Environmental and open space component includes the Jukskei River and Dainfern Country Club

2.2. SOCIO-ECONOMIC

2.2.1. SOCIO-DEMOGRAPHIC PROFILE

The purpose of this section is to provide an analysis of Central Sub-Region in terms of its socio-demographic development,
particularly with regard to family structure and education.

2.2.1.1. POPULATION AND HOUSEHOLDS

The Central Sub-Region population was calculated using Census 2001 figures. As depicted by the Table below, Central Sub-
Region housed a population of approximately 73000 people by the year 2001. It was estimated that this population had
increased to approximately 108000 people by the year 2007. The number of households that lived in Central Sub-Region by
2001 was estimated to be approximately 24000. This figure has increased to an estimated 47000 by 2007.

11
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

TABLE 1: CENTRAL SUB-REGION POPULATION 2007

Item Census 2001 Estimate 2007
Population 73542 107891
Households 24270 46909
Formal Households 14358 19241
Informal Households 9912 27668
Source: Estimated from Census 2001 figures

2.2.1.2. AGE PROFILE

14000

12000

10000
People

8000

6000

4000

2000

0
0 to 9

10 to19

20 to 29

30 to 39

40 to 49

50 to 59

60 to 69

70 to 79

80+
Age

DIAGRAM 1: AGE PROFILE

Source: Census 2001

12
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

The Diagram above reflects the age distribution within Central Sub-Region. From this Diagram it can be concluded that Central
Sub-Region has a predominantly young population with most of the residents between the ages of 10 and 19 years. The
relatively low number of children within the Central Sub-Region is indicative of larger household sizes. However, the low number
of children between the ages 0 and 9 years suggest that household sizes are becoming smaller.

2.2.1.3. MARITAL STATUS

The Diagram below shows the marital status of persons living within the Central Sub-Region. According to this Diagram, single is
the predominant marital status within the Central Sub-Region, with more than 50% of the people surveyed falling within this
category. The high number of children within the Central Sub-Region can most probably be linked to the low number of
married couples within the Central Sub-Region. Only 17% of the population is married, the second largest category, with an
additional 13% married the traditional way. A total of 15% of the Central Sub-Region population live together.

1% 2%
1%
17%
Married
Traditional
Polygamous
13% Living together
Never married
51% 0% Widow
Separated
15% Divorced

DIAGRAM 2: MARITAL STATUS

Source: Census 2001

13
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

2.2.1.4. EDUCATION LEVEL

The Diagram below illustrates the education levels within Central Sub-Region. This Diagram shows that 26% of the residents living
within the Central Sub-Region have completed secondary school education. In total, 32% of the Central Sub-Region population
has a primary school education and 35% of the population has completed a degree. The percentage graduates are high
compared to a national average. Higher education levels are usually associated with higher income levels and certain
employment categories, such as professional and managerial positions.

35% 32%
None
Primary
Secondary
Diploma
Degree
6%

26%
1%

DIAGRAM 3: EDUCATION LEVEL

Source: Census 2001

14
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

2.2.1.5. MIGRATION RATE

The Diagram below illustrates the number of people who lived in Central Sub-Region for more than 5 years, versus the number
of people who lived in Central Sub-Region for less than 5 years. It is evident from this diagram that Central Sub-Region is a
relatively new community, with almost 50% of its residents not having lived within the Central Sub-Region for more than 5 years,
but have in-migrated from other areas.

47% Lived in area >5 years

53% Lived in area <5 years

DIAGRAM 4: MIGRATION RATE

Source: Census 2001

2.2.2. ECONOMIC OVERVIEW

The purpose of this section is to perform an analysis of Central Sub-Region in terms of its economic development, particularly
with regard to employment, income and expenditure patterns.

15
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

2.2.2.1. MACRO ECONOMIC INDICATORS

Gauteng Province is the greatest contributor to the national economy, as depicted by the Diagram below. It contributes in
excess of 30% of the national GDP. This illustrates the economic strength of Gauteng and labels it the undisputed economic
powerhouse of South Africa. It also makes it one the primary economic entities within Africa, reviling many of the GDPs of entire
countries within Africa.

35
30
25
20
15
10
5
0

Mpumalanga
Eastern Cape

Free State
W estern

Northern

KwaZulu

Gauteng
North West

Limpopo
Cape

Cape

Natal
DIAGRAM 5: GAUTENG GDP CONTRIBUTION OF SA ECONOMY
Source: SA Statistics, 2004

As depicted by the Diagram below, Gauteng Province has a diversified economy and is no longer an economy reliant of the
mining sector. In fact, the mining sector is the second smallest contributor to the provincial economy, after agriculture. Gauteng

16
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

has a strong finance and housing sector, manufacturing sector, retail sector, transport and communications sector, and
governmental sector.

25
20
15
10
5
0
Mining and
forestry and

Wholesale and
Manufacturing

business services

Personal services
Electricity and
Agriculture,

Construction

government
communication
quarrying

Finance, real
storage and

General

services
fishing

estate and
Transport,
water

retail
DIAGRAM 6: GAUTENG GDP PER INDUSTRY
Source: SA Statistics, 2004

2.2.2.2. LEVEL OF EMPLOYMENT

The unemployment rate can be expressed as the number of economically active people who are willing and able to work but
do not have jobs. Unemployment is one of the major contributors to poverty as unemployed people are not able to provide for
their household’s basic needs due to the lack of disposable income. The Diagram above indicates high unemployment levels
within Central Sub-Region, with 37% of the economically active population unemployed.

17
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

37%

Employed
Unemployed

63%

DIAGRAM 7: LEVEL OF EMPLOYMENT

Source: Census, 2001

2.2.2.3. SECTOR EMPLOYMENT

The Diagram below shows major employment sectors that employ residents living within the Central Sub-Region. The key sector
employing Central Sub-Region residents is the financial sector. It can be assumed that neighbouring financial centres, such as
Sandton, contribute significantly to this statistic. The financial sector is followed by the retail sector, the construction sector, the
community sector, and the manufacturing sector as the largest employment sectors within the Central Sub-Region.

18
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Community

Financial

Transport

Retail

Construction

Electricity

Manufacturing

Mining

Agriculture

0 1000 2000 3000 4000 5000 6000

DIAGRAM 8: EMPLOYMENT BY SECTOR, 2001

Source: Census, 2001

2.2.2.4. OCCUPATION

The Diagram below depicts the occupations held by economically active persons within Central Sub-Region. Of these,
significant numbers of persons within the Central Sub-Region are professionals, officials and service workers. However, most
economically active persons within Central Sub-Region are skilled labourers, with related the to mentioned low education
levels. Occupation relates directly to other economic factors, such employment levels and income.

19
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Skilled labourer

Machine Operator

Agricultural worker

Service worker

Clerk

Technician

Professional

Official

0 500 1000 1500 2000 2500 3000 3500 4000

DIAGRAM 9: OCCUPATION
Source: Census 2001

2.2.2.5. ANNUAL HOUSEHOLD INCOME

Household income levels are most generally used as an indicator of the general economic well being of a community. The
Diagram below gives an estimate of the annual household incomes within the Central Sub-Region. It is clear from the Diagram
below that the average annual income of income-earning households within Central Sub-Region is relatively low, with most
households earning an income of between R19000 and R38000 per year. A significant number of households within Central Sub-
Region earn more than R380000 per annum.

20
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

R614 401 and more

R307 201 to R614 400

R153 601 to R307 200

R76 801 to R153 600

R38 401 to R76 800

R19 201 to R38 400

R9 601 to R19 200

R4 801 to R9 600

R1 to R4 800

No income

0 1000 2000 3000 4000 5000 6000 7000 8000 9000

DIAGRAM 10: ANNUAL HOUSEHOLD INCOME

Source: Census 2001

2.2.2.6. INDIVIDUAL MONTHLY INCOME

The Diagram below gives an estimate of the monthly incomes of income-earning individuals living within Central Sub-Region. It
is clear from the Diagram below that the average income earner within Central Sub-Region earns a relatively low income of
between R1600 and R3200 per month. A significant portion of the Central Sub-Region population earns more than R3200 per
month.

21
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

R102 401 and more

R51 201 to R102 400

R25 601 to R51 200

R12 801 to R25 600

R6 401 to R12 800

R3 201 to R6 400

R1 601 to R3 200

R801 to R1 600

R401 to R800

R1 to R400

0 2000 4000 6000 8000 10000 12000

DIAGRAM 11: MONTHLY INDIVIDUAL INCOME

Source: Census 2001

2.3. TRANSPORTATION

2.3.1. MOVEMENT PATTERN

Movement patterns provide an understanding of how an area functions, because it illustrates the spatial relationships between
settlements and core areas and the linkages that exist between such spatial entities. The Diagram below depicts the movement

22
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

of people between the Central Sub-Region region and the neighbouring core areas (employment and shopping areas). Five
primary core areas surround the Central Sub-Region. These core areas are Lanseria, Midrand, Sunninghill, Fourways and
Centurion. The strongest movement of people is between the Central Sub-Region and the employment and shopping areas of
Fourways. Strong movement also exists between the Central Sub-Region and Sunninghill, Midrand and Lanseria. To a lesser
extent, the Central Sub-Region interacts with Centurion, with Diepsloot being accessible to Centurion via the N14 freeway.

Centurion

Lanseria Movement Axis

Midrand

Central Sub-Region

Sunninghill
Fourways

DIAGRAM 12: MOVEMENT AXIS

The Diagram below provides an indication of the modes of transport that commuters within Central Sub-Region use to access
employment opportunities and social amenities. According to this Diagram, most people within the Central Sub-Region access

23
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

employment opportunities and social amenities by foot. Mini-bus taxis are the motorized mode of transport most used to access
employment opportunities and social amenities within the Central Sub-Region. Mini-bus taxis and busses make up the public
transportation segment, but are not widely used within Central Sub-Region. Private vehicles are a relatively unused mode of
transport taking into account the entire Western Sub-Region population.

40000

35000

30000

25000

20000

15000

10000

5000

Minibus

Train
Car

Bus
Pedestrian

Other
DIAGRAM 13: MODE OF TRANSPORT
Source: Census 2001

The modes of transport used as set out above points to a situation were most households within the Western Sub-Region are
relatively poor, and therefore have to walk or use public transport to access employment opportunities and social amenities.
The provision of cheap and reliable public transport within the Central Sub-Region is therefore a necessity in order to achieve a

24
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

more equitable and sustainable social environment within the Sub-Region, whereby all its residents can equally access
employment opportunities and social amenities.

2.3.2. ROAD INFRASTRUCTURE

In South Africa, a typical road hierarchy functions on 4 levels (see Diagram below). The first level contains freeways, consisting of
national freeways and provincial PWV roads. These roads provide regional access, connecting an area to neighbouring cities
and towns. The second level comprises distributor roads or K-routes, which aim to provide better intra-urban access between
suburbs and activity areas. The third level comprises collector roads. These roads connect residential areas to the mentioned
distributor road network. On the fourth level, internal streets provide direct access the land uses and link these land uses to the
mentioned collector roads.

MOBILITY

FREEWAYS

DISTRIBUTOR ROADS

COLLECTOR ROADS

INTERNAL ROADS

ACCESSIBILITY

DIAGRAM 14: MOBILITY-ACCESSIBILITY RATIO

25
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 3: TRANSPORTATION INFRASTRUCTURE

26
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 4: PUBLIC TRANSPORTATION NETWORK

27
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

In essence, freeways and distributor roads are highly mobile and therefore aim to connect people over large distances to
activity areas and neighbouring settlements. Collector roads and internal streets provide good accessibility and therefore aim
to connect people and land uses to the more mobile roads. Road-based public transportation systems (taxis and busses) mostly
use distributor roads and collector roads, as these provide an efficient balance between mobility and land use accessibility.

Figure 3 depicts the road network serving Central Sub-Region. As illustrated by this Figure, the N1 freeway passes the southern
boundary of the Central Sub-Region, linking Fourways to Midrand in the east and Randburg in the west. In addition, the N14
freeway passes the northern boundary of the Central Sub-Region, linking the Diepsloot to the Centurion area. In addition, the
planned PWV5 will cross the Central Sub-Region, linking Fourways to Cosmos City in the West and Midrand in the east. The PWV9
will intersect with the K46 (William Nicol Drive), using an access interchange.

Three distributor roads currently serve Central Sub-Region. Located on the southern boundary of the Central Sub-Region is the
first is the K60 (Witkoppen Road), which is a partially-constructed dual carriageway that will ultimately link Fourways to
Sunninghill and provide an alternative route to the N1 freeway. A second east-west aligned distributor road is the K52, which is
located on the northern boundary of the Central Sub-Region and links Diepsloot to Mogale City in the west and Centurion in
the east, crossing the N14 freeway. A distributor road providing north-south linkage is the K46 (William Nicol Drive), linking
Fourways and Diepsloot to the northern suburbs of Johannesburg. Planned distributor roads include the K56, which will be
aligned through the centre on the Central Sub-Region and the realignment of the K52, which will link Diepsloot and
Olievenhoutbosch to Centurion.

Compared to the freeway and distributor road network, the collector road network is poorly conceived and developed. This
creates a situation whereby the internal road network designed to serve small holdings is used by high commuter numbers to
access employment and shopping areas within the region. The most notable of these is Cedar Road, which currently links the
Char well Agricultural Holding through the Central Sub-Region to the Fourways regional node. The only other collector roads of
note the Knoppieslaagte Road, linking William Nicol Drive (K46) to the Centurion area.

2.3.3. PUBLIC TRANSPORTATION

As depicted on Figure 4, minibus-taxis and busses currently serve the Central Sub-Region. William Nicol Drive (K46) currently
functions as the primary minibus-taxi route traversing the Central Sub-Region, with Cedar Road and Witkoppen Road (K60)

28
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

being other important minibus-taxi routes serving the Central Sub-Region. Busses serving the Central Sub-Region use William
Nicol Drive (K46) and Witkoppen Road (K60).

Three public transport initiatives, most of which are in planning and construction phase, will impact on the Study Area’s public
transportation network. These include the Johannesburg SPTN network, which primarily caters for the municipal bus service, the
Johannesburg Bus Rapid Transit system, which will provide fixed-line bus service (similar to light-rail), and the Provincial Gautrain
initiative. It will be important that the future public transportation network of the Central Sub-Region link to the mentioned public
transportation systems. This will give the Central Sub-Region access to the hierarchy of public transportation modes servicing
different geographic levels (from metropolitan to provincial). This will greatly improve the current public transportation system
serving the Central Sub-Region and provide strong spatial structuring elements to guide and shape future urban development
within the Central Sub-Region.

2.3.3.1. SPTN NETWORK

The SPTN network consists on a number of existing and planned road-based public transportation routes serving the
Johannesburg metropolitan area and is prepared by the Municipality. The SPTN network reflects the current level on
urbanization within the Central Sub-Region, thus serving the existing nodes and residential areas within the Central Sub Region.
As a result, the SPTN network primarily uses William Nicol Drive (K46). The K60 or Witkoppen Road forms the southern east-west
leg the SPTN network affecting the Central Sub-Region.

2.3.3.2. BUS RAPID TRANSIT (BRT)

Bus Rapid Transit (BRT) is a high-quality bus-based transit system that delivers fast, comfortable, and cost-effective urban mobility
through the provision of segregated right-of-way infrastructure, rapid and frequent operations, and excellence in marketing
and customer service. BRT is simply the idea of creating a modern rail-like performance using road-based public transport
technologies that are affordable to most cities.

The Bus Rapid Transit (BRT) network is currently being planned for Johannesburg. Phase one of the Johannesburg BRT network
will not directly link to the Central Sub-Region. However, the Municipality does envisage a future BRT network the will serve the
entire Johannesburg metropolitan region, linking all the major nodes (such as Fourways) within the metropolitan area. To enable

29
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

linkage to this network, the public transportation system proposed for the Central Sub-Region will have to allow for future
linkages to an extended metropolitan BRT network.

2.3.3.3. GAUTRAIN AND MIDRAND STATION

Commuter rail is the most efficient and cost-effective way of moving large numbers of people over longer distances. Despite
this, the Central Sub-Region does not have access to any commuter rail system. Currently, the high-speed Gautrain commuter
rail line is being constructed between Johannesburg and Tshwane. The Midrand station will be the station located nearest to
the Central Sub-Region and it is therefore imperative that the public transportation network serving the Central Sub-Region be
linked to the Midrand Station once it is constructed to ensure modal linkage and allow modal transfer within the regional public
transportation network.

2.4. MUNICIPAL SERVICES

The primary municipal services (water, electricity and sanitation) are briefly discussed below. It illustrates the level of municipal
services provision within the Central Sub-Region, as well as the bulk network serving the Central Sub-Region. The level of service
is derived for Census 2001 and only shows the existing number municipal services connections. It does not show the capacity of
the bulk municipal services network to accommodate urban expansion and densification. Determining capacity involves
complex calculations by engineers, thus falling outside the brief of this study.

2.4.1. WATER SUPPLY

According to the Diagram below, the majority of households that live in the Central Sub-Region have access to taped water
within their house or a tap inside their yard. However, there are a number of households that do not have access to piped
water which needs to be addressed.

30
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

14000

12000

10000

8000

6000

4000

2000

Piped Yard

Spring
Piped House

Borehole

Tank

Vendor
Standpipe <200m

Standpipe >200m

Dam

River

Other
DIAGRAM 15: WATER SUPPLY
Source: Census 2001

Currently, the areas located on the northern boundary of Johannesburg, including Diepsloot, are served by a Rand Water
pipeline running along the N14 freeway. The areas bordering the N1 freeway (such as Kya Sands, Fourways and Sunninghill) are
served by the bulk water network serving the Bryanston and Rivonia. Development pressure within Administrative Region A is
increasingly placing pressure on the bulk water networks serving this region.

31
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 5: MUNICIPAL SERVICES NETWORK

32
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

To resolve the above, a regional water reservoir is planned northeast of Dainfern, which will supply water to Administrative
Region A. Diepsloot will be connected to this reservoir via a bulk water pipeline that is currently under construction. The southern
areas of Administrative Region A, such as Kya Sands, Fourways and Sunninghill, will also be served by the planned reservoir. The
new reservoir should solve current water supply problems experienced within Administrative Region A and has the capacity to
provide water within the region for many years to come.

2.4.2. SANITATION SUPPLY

20000
18000

16000
14000

12000
10000
8000

6000
4000

2000
0

None
Flush Septic
Flush Toilet

Bucket Toilet
Pit Latrine
Chemical

Ventilated
Pit Latrine
Toilet
Tank

DIAGRAM 16: SANITATION SUPPLY

Source: Census 2001

33
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Flush toilets that are connected to a sewer network are the most common form of sanitation provision. According to Census
2001, the only other significantly used sanitation system in use in the Central Sub-Region is the bucket system. Currently, all areas
east of 1380m2 contour, as illustrated on Figure 5, can be drained to the Diepsloot wastewater treatment plant. In addition,
certain areas located below the aforementioned contour, such as Dainfern, can be drained to the Zandspruit pump station,
located northeast of Kya Sands. A new pump station is planned at intersection of Jukskei and Klein Jukskei Rivers, located west
of the Diepsloot Sewerage works. This pump station will significantly expand the serviceable area westward, towards the N14
freeway. The new pump station holding tanks will increase the capacity of the Diepsloot sewerage works.

2.4.3. ENERGY SUPPLY

20000
18000
16000
14000
12000
10000
8000
6000
4000
2000
0

Solar
Paraffin
Gas

Candles
Electricity

Other
DIAGRAM 17: ENERGY SUPPLY
Source: Census 2001

34
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

As depicted by the Diagram below, the Central Sub-Region population mostly uses electricity as their source of energy supply.
A significant portion of the sub-region population also uses candles and their primary source of energy. The use of candles can
either be attributed to households that are not connected to the electricity grid or households that cannot afford electricity.

The ability of Eskom to supply electricity to the northern reaches of Johannesburg is an issue and problem not only faced by the
northern reaches of Johannesburg, but by Gauteng and the country as a whole, due to the limited capacity of Eskom to supply
the national electricity grid. With regard to the future planning of Eskom, it can only be assumed that priority may be given to
high-growth areas, such as the northern reaches of Johannesburg.

2.5. NATURAL ENVIRONMENT

2.5.1. TOPOGRAPHY

As depicted by Figure 6, the Central Sub-Region is relatively flat, with contours ranging between 1500m and 1300m above sea
level. The highest areas within Eastern Sub-Region are found on the northern (Diepsloot) and southern (Fourways) boundaries of
the Central Sub-Region. The Jukskei River and a tributary of the Jukskei River flow through the Eastern Sub-Region. The100 year
flood-lines of these rivers affect the central parts of the Eastern Sub-Region.

2.5.2. GEOTECHNICAL SUITABILITY

As is depicted on Figure 7, the entire Central Sub-Region has geotechnical conditions that are intermediately favourable for
urban development (DPLG, 2002). This implies that, although the Central Sub-Region is situated within a dolomite belt, these
dolomitic conditions do not prohibit urban development within the Central Sub-Region.

35
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 6: TOPOGRAPHY

36
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 7: GEOTECHNICAL SUITABILITY

37
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 8: AGRICULTURAL POTENTIAL

38
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 9: C-PLAN ENVIRONMENTAL AREAS

39
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

It has to be stressed that the above information is only a broad desktop analysis of the geotechnical conditions affecting
Central Sub-Region. Consequently, it cannot be determined conclusively whether land parcels within the Central Sub-Region
are suitable or unsuitable for urban development. A detailed geotechnical investigation is required before considering any site
within the Central Sub-Region for development.

2.5.3. AGRICULTURAL POTENTIAL

The agricultural potential of the Central Sub-Regions varies from high to low potential (GDACE, 2002). As illustrated on Figure 8,
most of the Central Sub-Region is of a low agricultural potential, implying that the Central Sub-Region is suitable for urban
development from an agricultural point of view. The only significant high-potential agricultural area affecting the Central Sub-
Region is located south of Diepsloot. However, the size of this high-potential agricultural area is small (thus not forming part of an
agricultural region).

GDACE requires an agricultural study for areas of moderate to high agricultural potential to determine the viability of the area
for supporting certain crops and the expected crop yields. The results of such a study are used to determine whether
development on a site is appropriate or whether the site should be set aside for agricultural purposes.

In selected cases, the development of high-potential agriculture areas for urban development should be considered. For
example, areas abutting public transportation spines are more suitable for higher-density housing development than for
agricultural development. Developing such areas at higher densities will limit urban sprawl and lessen the pressure for urban
development on peripheral, high-potential agricultural areas.

2.5.4. ENVIRONMENTAL SENSITIVITY

C-Plan2 (GDACE, 2005) provides an overview of ecologically sensitive sites within Gauteng and is used (in conjunction with site
surveys) by GDACE to determine whether a site is suitable for urban development. It therefore provides an indication of the
chances of having a township application approved within a specific area. C-Plan2 divides ecologically sensitive sites into two
categories: ‘Irreplaceable Sites’, which contain fauna and flora that are not found elsewhere, and ‘Important Sites’, which are
required for the health functioning of a local eco-system.

40
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

According to C-Plan2, which is depicted by Figure 9, an environmental belt of importance traverses the Central Sub-Region,
stretching from the Zevenfontein informal settlement past and between Dainfern and Diepsloot, and east of Diepsloot up to the
N14 freeway. The environmentally sensitive belt seriously hampers the development on a corridor between Fourways and
Diepsloot along the K46 (William Nicol Drive).

2.6. LAND USE

2.6.1. LAND USE

Land uses within Central Sub-Region roughly fall into the following primary land use categories: residential, business, informal
settlement, conservation and agriculture. Of these land uses, agricultural land uses cover the largest portion of the Central Sub-
Region. Figure 10 provides a land use map of Central Sub-Region, illustrating the spatial distribution of these land uses.

a. Residential

Generally, the Central Sub-Region is characterized by relatively high residential densities, mostly due to Diepsloot and
relatively the high number of cluster developments within the Sub-Region. The high residential densities within Diepsloot
can mostly be attributed to the high number affordable housing units within Diepsloot, which on average has residential
stand sizes of between 200m2 and 300m2 in size. The cluster developments achieve average densities of between 20 and
30 units per hectare. Although it may be argued that these residential densities are to low to sufficiently support road-
based public transportation, they do provide better support than single dwelling developments that typically achieve
densities in the order of 10 units per hectare. The cluster developments within the Central Sub-Region are mostly
concentrated in the Fourways area. Single dwelling developments are largely found in the Dainfern area.

41
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 10: EXISTING LAND USE

42
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 11: COMMUNITY FACILITIES

43
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 12: OPEN SPACE NETWORK

44
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 13: ZONING

45
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

b. Small Holdings and farmland

Although the Central Sub-Region has significant residential component, a large pat of it is still mostly rural in character.
This rural character is mostly attributed to the Central Sub-Region by farmland, located between Dainfern and Diepsloot,
as well as east of Diepsloot. Most of the smallholdings are concentrated within the Fourways area, and to a lesser extent
in southeast of Diepsloot. The smallholdings in the Fourways area are systematically being converted into cluster
developments. This trend exerts urbanization pressure on the remaining smallholdings in this area.

c. Informal settlement

The Zevenfontein informal settlement is located within the Central Sub-Region, northwest of Dainfern. This settlement ha
long since been established, but and is one of three large informal settlements located north of the N1 freeway. Plans
have been made to relocate the Zevenfontein households to Cosmo City.

d. Social Amenities

The Central Sub-Region has a reasonably well-developed community infrastructure network, providing educational,
health and other essential social services. Figure 11 illustrates the location of these community facilities within the Central
Sub-Region.

• Education: The educational infrastructure comprises schools, from primary level to high school level. However,
many of these schools are private schools, not catering for lower-income households within the sub-region.
• Health: The sub-region only comprises the Life Hospital, located within Fourways. No provision is made for primary
health care through the provision of clinics within the sub-region.
• Community: The sub-region has no community facilities, such as post offices or clinics, to support the local
communities.
• Safety and Security: The sub-region has no police station, which may result in relatively poor reaction times.
• Recreation: The Dainfern Country Club is the only recreational facilities within the sub-region. This facility is privately
owned an access to this facility is therefore restricted.

46
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

e. Business

The primary business node within the Central Sub-Region is the Fourways, located on the intersection of William Nicol
Drive (K46) and Witkoppen Road (K60). This node is classified a regional mixed-use node within the Johannesburg SDF
and contains a number of retail centres and the Monte Casino resort. There are a number of smaller retail centres
distributed throughout the sub-region, mostly concentrated with Fourways and Lonehill. These retail centres are mostly
linked to Witkoppen Road and the N1 freeway.

f. Open space

Open space can be divided into passive and active open space. Passive open space consists of land that is unsuitable
or undesirable for urban development due to topographical or ecological constraints. Active open space involves the
recreational component of the open space system. It provides sport facilities throughout an urban area for use by local
clubs, schools, and the community.

The passive open space system is largely made up of the river system traversing the Central Sub-Region (see Figure 12).
The Jukskei River flows through the central parts of the Central Sub-Region, mostly affecting Dainfern. The Jukskei River is
a significant natural water sources traversing the northern regions of Johannesburg and is therefore important to the
metropolitan area as a whole. Tributaries of the Jukskei River, including the Modderfontein River, also flow through the
Central Sub-Region, mostly affecting the central and northern parts of the Sub-Region.

Central Sub-Region contains the Diepsloot Nature Reserve. This passive open space has primarily been proclaimed to
protect the contamination zone of the Northern Wastewater Treatment Works, which is located within the centre of this
nature reserve. Porcupine Park is a private initiative to extend the southern boundary of the Diepsloot Nature Reserve. No
significant active open spaces exist within the Central Sub-Region.

47
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

2.6.2. ZONING

Figure 13 provides a profile of the zoning applicable to the properties within the Central Sub-Region. It is evident from this Figure
that many of the properties within Central Sub-Region are zoned for residential purposes. These properties are concentrated in
the Fourways, Dainfern and Diepsloot areas. Within these mentioned areas, the remaining stands are mostly zoned for
community uses (such as schools) and open space. Note the lack of stands zoned for schools within the Fourways area,
compared to the Diepsloot area. This implies that although there may be the finances to build schools within the Fourways area,
there are no stands to build them on. The properties zoned as open space most are zoned as such to accommodate the flood
areas of the river system traversing the Central Sub-Region.

The small holdings located within the Fourways area and south of Diepsloot are zoned either as special (or undetermined) or as
agricultural. Most of the farms located between Diepsloot and Dainfern, as well as the Diepsloot Nature Reserve (containing the
Northern Wastewater Treatment Works) do not have a zoning.

2.7. HOUSING & TENURE

2.7.1. HOUSING TYPOLOGIES

Census 2001 provides information with regard to the state of housing within the Central Sub-Region. This information is reflected
in the Table below. According to this Table, the Central Sub-Region has approximately 32000 dwelling units. Of this number,
roughly 11000 are detached houses, making it the dominant housing type within the Central Sub-Region. The second largest
formal housing type is townhouses, constituting approximately 2600 units. With regard to informal housing, the Central Sub-
Region has approximately 10000 shacks located in informal settlement and approximately 6000 backyard shacks.

48
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

TABLE 2: NUMBER AND TYPE OF HOUSING 2001

SDF Settlement House Traditional Flat Town- Backyard Backyard Informal Rented Other (e.g. Total
Clusters Bonded Dwelling house Flat Shack Shack Room caravan) Dwelling
Cluster Units
Beverley 141 0 0 59 9 4 0 0 3 216
Beverley Estates 55 3 0 55 21 6 0 6 133 279
Bloubosrand 561 18 3 425 27 3 3 6 39 1085
Broadacres AH 68 0 12 43 9 0 0 13 21 166
Cedar Lakes 45 0 0 12 0 0 0 0 3 60
Craigavon AH 161 6 0 92 9 0 0 20 16 304
Dainfern 609 6 0 15 13 0 6 6 56 711
Dainfern Ridge 233 0 0 6 3 0 0 0 0 242
Diepsloot 27 15 0 9 0 162 690 0 15 918
Diepsloot AH 134 3 0 3 6 9 0 6 39 200
Diepsloot SP 5537 488 20 33 294 5940 9034 81 246 21673
Fourways Gardens 1179 3 3 76 97 3 9 3 39 1412
Lonehill 1489 21 21 1637 55 12 9 19 101 3364
Maroeladal 191 6 3 63 15 3 3 0 46 330
Maroeladal Ext 4 18 3 0 9 3 3 3 0 0 39
Pipeline 6 0 0 0 0 0 155 0 3 164
Witkoppen 530 3 0 39 9 0 0 6 16 603
Total 10984 575 62 2576 570 6145 9912 166 776 31766
Source: Census 2001

2.7.2. TENURE

Tenure involves the type of ownership that people have of the dwelling they reside in. As depicted by the Diagram below, 21%
of the households living within Central Sub-Region rent properties. It can be assumed that a large portion of these constitute the

49
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

renting of backyard flats. An additional 43% number of households occupy their properties rent-free, making this the largest
tenure type within the Western Sub-Region. In total, 21% of the households living within Central Sub-Region own their property,
thus not having a bond registered to the property. Households that have a bond registered on their property amounts to 15% of
the households living within the Central Sub-Region.

21%

Owned
43%
Bonded
Rented
15%
Occupied rent-free

21%

DIAGRAM 18: DWELLING TYPE AND TENURE RELATION

Source: Census 2001

2.7.3. INFORMAL HOUSING

In 2005, the Gauteng Department of Housing initiated the Informal Settlement Registration Study. This project involved an
extensive process whereby the positions of all informal structures were captured from recent aerial photography. Individual
informal dwellings were then visited by field workers that captured socio-economic data using GPS technology and handheld
computers and scanners. According to the PMM study (as presented in the Table below), approximately 22000 informal
dwelling units are located within the Central Sub-Region, most of which are located within Diepsloot.

50
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

TABLE 3: PMM INFORMAL SETTLEMENT COUNT 2005

Informal Settlement Number of Structures On 96/97 Housing Waiting List
Central Sub-Region
Diepsloot 17096 336
Zevenfontein 4720 155
Subtotal 21816 491
Western Sub-Region
Kya Sands/ Houtkoppens Holding 372 0
Kya Sands/ Inandan Holding 37 218 4
Kya Sands 1871 14
Lanseria/ Freeway 113 2
Lanseria/ Lionpark (Nietgedacht) 1049 33
Lanseria/ Lucky 7 119 3
Lanseria/ Methodist 252 5
Lanseria/ Selinapark 65 4
Lanseria/ Tikkieline 48 5
Lanseria/ Zozo 91 1
Lanseria/ Riverbends 206 2
Lanseria 61 2
Subtotal 4465 75
Source: PMM, 2005

The Johannesburg Metropolitan Municipality: Department of Housing calculates the number of informal dwelling units located
within the Metro Area on annual bases. The Table below lists the informal settlements located within Central Sub-Region and the
number of shacks found within each of these settlements. According to the Table below, the Central Sub-Region contains
approximately 3100 informal dwelling units. The high number can largely be attributed to the high Diepsloot number presented
by the Municipality.

51
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

TABLE 4: JOBURG INFORMAL SETTLEMENT COUNT 2007

Sub-Region Settlement Name No. of Action to be Taken Relocation to Which Project Property Description Land Ownership
Shacks
Central Sub-Region
Diepsloot West Ext. 5 2,000 Relocate Land to be identified 144/388-JR Diepsloot Wes Ext 5 Private
Diepsloot West Ext. 6 Business Site 2,034 Land to be identified 138/388 -JR Diepsloot 388-JR Private
Diepsloot West Reception 25,000 In-situ/Relocate 139/140/141/388 JR Public
Zevenfontein 2,251 Relocate Cosmos City 22/538-IQ Dainfern Ext 21 Private
Subtotal 31,285
Western Sub-Region
Empire 18 Relocate (Private) Land to be identified Private
Freeway (Bridge) 40 Relocate (Private) Land to be identified 68/ Nietgedacght 535 JQ Private
Inadan Plot 37 161 Relocate (Private) Land to be identified 37 Inandan A.H Private
Inadan Plot 38 64 Relocate (Private) Land to be identified 38 Inanda A.H Private
Kya Sands 2,989 Relocate (Private) Land to be identified Kya sands Combination
Lion Park (Nietgedacht) 1,174 Relocate (Private) Land to be identified Re/19/535-JQ Nietgedacht 535 -JQ Public
Lucky 7 427 Relocate (Private) Land to be identified 32/535-JQ Private
Malatjie 820 Relocate (Private) Land to be identified 92/528-JQ Lanseria Ext 17 Private
Methodist Church 70 Relocate (Private) Land to be identified 76/533-JQ Chartwell A.H Private
Msawawa (Houtkoppen) 1,500 Relocate (Private) Land to be identified Houtkoppen Plot 15 Private
Plot 5 Riverbend AH 220 Relocate (Private) Cosmos City 110/193-IQ Riverbend A.H Private
Tikkie Line 54 Relocate (Private) Land to be identified Re/51/528-JR Sunrella A.H Private
Subtotal 7,537
Source: Johannesburg Housing, 2007

Both the PMM study and the Joburg counts only provide the number of informal structures in informal settlements. It does not
indicate the number of backyard shacks located within areas such as Diepsloot. Figures relating to backyard shacks are best
obtained from the South African Census 2001. According to Census 2001, the Central Sub-Region has approximately 7000
backyard shacks, as depicted by the Diagram below. In addition, approximately 10000 shacks are located within informal
settlements within the Central Sub-Region.

52
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

6921

14358

Formal Dwellings

Informal Dwellings
10487
Backyard Shacks

DIAGRAM 19: INFORMAL STRUCTURES

Source: Derived from Census, 2001

TABLE 5: INFORMAL SETTLEMENT NUMBERS COMPARED

Area PMM Study 2005 PMM Study Joburg Housing Census 2001 Census Figure Used in
Projected 2007 2007 Projection 2007 Development
Framework
Western Sub-Region 4465 4923 7537 1301 1743 7537
Central Sub-Region1) 21816 24052 31285 10487 14054 27668
Eastern Sub-Region 0 0 0 296 397 397
Total 26281 28975 38822 12084 16194 31986
Source: Maluleke Luthuli and Associates, 2008
Notes: 1) Diepsloot figure used is median between PMM projected figure and the Joburg Housing figure.

53
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 14: INFORMAL SETTLEMENTS

54
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 15: PLANNED HOUSING DEVELOPMENT

55
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

The Table above compares the figures of the PMM, Joburg and Census counts and selects the preferred figure to be used. The
Joburg figure was used for the Western Sub-Region, as the Census figure appears to be to low and the PMM not a recent count,
having to rely on a projection. However, the PMM figure was used for the Central Sub-Region, because the Joburg estimation of
the number of structures in the Diepsloot reception area is believed to be too high when compared with the PMM count. The
Diepsloot reception area figure is by far the largest figure in the table, thus having a distorting impact. The Census 2001 figure
was used for the Eastern Sub-Region due to a lack of data in the other surveys.

The spatial distribution of the informal settlement within Central Sub-Region is illustrated on Figure 14. It is evident from this Figure
that that 2 large informal settlements, covering significant geographical areas, exist within the sub-region. The first is
Zevenfontein informal settlement, located northwest of Dainfern, and the second is the Diepsloot reception area, located within
Diepsloot town

2.7.4. PLANNED HOUSING DEVELOPMENTS

TABLE 6: PLANNED LARGE-SCALE TOWNSHIP DEVELOPMENT

Township Location Developer Total Township Total Number of
Area (ha) Residential Stands
Olievenhoutbosch South Blue Hills Precinct Private 104.2 Not available
Mia’s Land Sunninghill Precinct Private (Mia’s Land Trust) Not available
Diepsloot East Diepsloot Precinct Private Not available
Diepsloot South Diepsloot Precinct Johannesburg Property Company (JPC) (433027m2)
Riverglen Ext. 1 and 2 Diepsloot Precinct Private 123.5 2385
Riverglen Ext. 4 Fourways Precinct Private 75.0 1553
Dainfern Ext. 21 Fourways Precinct Private 108.8 2621
Dainfern Ext. 23 Fourways Precinct Private 228.5 2836
Rietvallei Ext. 1 Fourways Precinct Private 233.3 3363
Lion Park Proper Kya Sands Precinct Private 195.7 603
Source: Maluleke Luthuli and Associates, 2008

56
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

A number of large-scale housing developments are planned within Administrative Region A. Most of these are located within
the Central Sub-Region. Also, the Central Sub-Region is characterized by a large number of smaller developments, comprising
the conversion of small holdings into cluster developments, mostly located within the Fourways area.

As illustrated on Figure 15 and depicted by the Table above, the planned large-scale housing projects located within the
Central Sub-Region are Diepsloot East, which involves the eastward extension of Diepsloot, Diepsloot south, which is a mixed-
use development planned by the Johannesburg Property Company, Riverglen extensions 1, 2 and 4, located northeast of
Dainfern, Dainfern Extensions 21 and 23, located northwest of Dainfern, and Rietvallei Extension 1, located between Dainfern
and the Diepsloot Nature Reserve. With the exception of Diepsloot East, all these developments are bonded housing
developments. The Diepsloot East development will most probably comprise a mix of affordable and bonded housing types, as
well as a mix of housing typologies.

57
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

SECTION 3: LAND USE ESTIMATES

3.1. POPULATION ESTIMATE

Population estimates need to be based on a base year. In other words, a specific year must be chosen of which the population
number is known or can be calculated to a reasonably accurate degree. This base year is used as a platform on which to
calculate or project the population growth up to the current year (in this case 2007), as well as the population growth up to
certain points in the future. The base year used for the Central Sub-Region is the year 2001, which correlates with the Census
2001 year.

6.0
5.5
5.0

4.1 4.2
4.0

3.0 3.0

2.3
2.0 2.0

1.0

0.0
1990 2000 2010 2020 2030 2040 2050 2060

DIAGRAM 20: ASSUMED POPULATION GROWTH RATE

58
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

A number of possible population growth scenarios have been considered for the Central Sub-Region. The scenarios deemed
more likely to occur was chosen based on historic trends, current governmental policies, urban realities and the proliferation of
life-threatening diseases such as AIDS. This preferred scenario assumed a strong and positive population growth over the short
term, with a gradual decrease in the population growth over the longer term. However, the growth rate for the Central Sub-
Region will continue to outperform the Provincial growth rate, as the Central Sub-Region lies within a high growth area in the
Province, and significantly outperform the National growth rate, as Gauteng on average has a higher growth rate than the
other provinces within the country.

As depicted by the Diagram above, a population growth rate of between 4.1% and 5.5% per annum was used for the period
2000 to 2020, with the climax reach by 2010. The growth rate reflects a high economic growth rate experience before and
immediately after the 2010 Soccer World Cup to be held is South Africa. Thereafter the growth rate is expected to gradually
decline to about 2.0% in 2050. The 2050 growth rate is still well above the estimated National population growth rate, which is
expected to be below 1% per annum in 2050.

According to the Table below, the population of Central Sub-Region in 2001 is estimated to be approximately 73000 people or
24000 households. The Central Sub-Region population will grow to a total of approximately 155000 people and 67000
households by the year 2020 and approximately 261000 people and 113000 households by the year 2040.

TABLE 7: CENTRAL SUB-REGION POPULATION 2020

Period 2001 2007 2010 2020 2030 2040 2050
Population 73542 107891 115602 155005 208314 261502 318770
Households 24270 46909 50262 67394 90571 113697 138596
Formal Households 14358 19241 33661 67394 90571 113697 138596
Informal Households 9912 27668 16601 0 0 0 0
Source: Estimated from Census 2001 figures

59
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

3.2. LAND USE BUDGET

From the onset it has to be emphasized that the following Land Use Budget is only a rough estimate of the number of
community facilities, business space and land for housing development needed over a given period. A highly accurate
estimate is not possible on the level of detail and time-span that this report is subjected to. The estimates given only serve as
guidelines for officials to make land use development decisions from day-to-day. It is not a tool to conclusively prove or
disprove the viability of a specific land use proposal for a specific area nor does it take into account the often non-
mathematical views and needs of communities

Land Use Budget Parameters

• Land use estimates were based on estimated population growth
• Retail estimates were based on population growth
• Office estimates were based on 6.3 ratio to retail space (similar to existing nodes in Joburg, such
as Illovo and Rivonia)
• Industrial space linked to infrastructure development (e.g. airport or freeways)

The Land Use Budget has been calculated up to the year 2050. This Land Use Budget is attached as Annexure A. The following
section, however, only discusses the Land Use Budget up to the year 2020. This is the timeframe used for this study to guide land
use development within the Central Sub-Region. For easy reference, the Land Use Budget up to the year 2020 is presented by
the Table below.

a. Settlement

In total, approximately 680ha of land is needed for settlement expansion between the year 2007 and 2010 and an
additional 1400ha of land is needed for residential expansion between the year 2010 and 2020. This includes land for
residential development, as well as the recreation, social and economic facilities needed to support these residential
developments.

60
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

TABLE 8: CENTRAL SUB-REGION LAND USE BUDGET 2020

Land Use Census 2001 Existing 2007 Need 2010 Backlog 2007-2010 Need 2020 Backlog 2010-2020
no. no. ha m² no. ha m² no. ha m² no. ha m² no. ha m²
Population 73542 107891 115602 155005
Households 24270 46909 50262 67394
Formal Households 14358 19241 33661 67394
Informal Households 9912 27668 16601 0

Housing 14358 19241 1099.3 33661 1533.7 14420 434.3 67394 2523.1 33733 989.4
Housing Bonded (target 40%) 8202 10991 900.8 16830 1186.5 5839 285.7 26957 1701.7 10127 515.1
Flats 42 56 0.3 1683 8.4 1627 8.1 3370 16.8 1687 8.4
Cluster Housing 2880 3859 193.0 6732 336.6 2873 143.6 13479 673.9 6747 337.3
Detached Housing 5280 7076 707.6 8415 841.5 1340 134.0 10109 1010.9 1694 169.4
Housing Affordable (target 60%) 6156 8250 198.5 16830 347.1 8581 148.6 40436 821.4 23606 474.2
Walk-Ups 20 27 0.2 1683 10.5 1656 10.4 3370 21.1 1687 10.5
Semi-Detached Housing 432 579 7.2 3366 42.1 2787 34.8 10109 126.4 6743 84.3
Detached Housing 5704 7644 191.1 11781 294.5 4137 103.4 26957 673.9 15176 379.4
Educational 10 38.0 26 97.6 16 59.6 52 195.4 26 97.8
Primary School 5 14.0 17 47.1 12 33.1 34 94.4 17 47.2
Secondary School 5 24.0 8 40.4 3 16.4 17 80.9 8 40.5
Tertiary Institution 0 0.0 1 10.1 1 10.1 2 20.2 1 10.1
Health 1 6.7 9 10.4 8 3.7 12 14.0 3 3.5
Clinic 1 0.2 8 1.5 7 1.3 10 2.1 3 0.5
Day Hospital 0 0.0 1 1.9 1 1.9 1 2.6 0 0.7
Hospital 0 6.5 0 6.9 0 0.5 1 9.3 0 2.4
Community 0 21.6 21 36.4 21 14.8 28 48.8 7 12.4
Community Hall 0 0.0 6 5.8 6 5.8 8 7.8 2 2.0
Library 0 0.0 6 2.3 6 2.3 8 3.1 2 0.8
Post Office 0 0.0 6 1.2 6 1.2 8 1.6 2 0.4

Police Station 0 0.0 3 2.9 3 2.9 4 3.9 1 1.0

Emergency Service Centre 0 0.0 1 1.2 1 1.2 1 1.6 0 0.4
Cemetery 21.6 23.1 1.5 31.0 7.9
Business 0 63.7 866364 0 68.2 928283 0 4.5 61919 0 91.5 1244694 0 23.2 316411
Retail 29.7 118680 31.8 127162 2.1 8482 42.6 170506 10.8 43344
Private Office 34.0 747684 36.4 801121 2.4 53437 48.8 1074188 12.4 273067
Industrial 0 0.0 0 94 46.0 184000 94 46.0 184000 94 46.0 184000 0 0.0 0

Light Industrial 0 0.0 0 60 12.0 48000 60 12.0 48000 60 12.0 48000 0 0.0 0
Commercial and Technology 0 0.0 0 34 34.0 136000 34 34.0 136000 34 34.0 136000 0 0.0 0
Open Space 215.8 231.2 0.0 310.0 0.0
Active 64.7 69.4 4.6 93.0 23.6
Passive 151.0 161.8 10.8 217.0 55.2
Transit Station 0 0.0 3 1.4 3 1.4 4 1.9 1 0.5
Streets 303.5 425.2 118.6 678.4 236.6
TOTAL AREA 1748.5 2450.2 683.1 3909.1 1363.5

Source: Maluleke Luthuli and Associates, 2008

61
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

b. Housing

The Table above illustrates that approximately 14400 housing units will need to be developed within the Central Sub-
Region to accommodate the population growth within the Central Sub-Region by 2010. An additional 33700 housing
units will need to be developed within the Central Sub-Region to accommodate the population growth within the
Central Sub-Region up to the year 2020, as well as eradicate the existing housing backlog within the Central Sub-Region.

c. Community Facilities

The Land Use Budget has calculated the number of community facilities required within the Central Sub-Region area to
eradicate the backlog in such facilities, as well as provide the additional facilities needed to support the potential
population growth within the Central Sub-Region. According to the Land Use Budget, Central Sub-Region will require 12
primary schools, 3 secondary schools, 7 clinics and 6 libraries to eradicate the existing backlog and support its population
growth up to the year 2010. The Central Sub-Region will require and additional 17 primary schools, 8 secondary schools, 3
clinics and 2 libraries to support its population growth up to the year 2020.

d. Business

The viable retail and office floor area that can be accommodated within a given area depends on the spending capital
of the people living in that area. In turn, the spending capital depends on the socio-economic position of the people
living in that area. The potential retail and office floor area to support the current population within Central Sub-Region
was calculated based on the socio-economic position of people living within the Central Sub-Region, as set out in the
socio-economic section of this report. Taking into account the above, the additional retail and office development
required within Central Sub-Region to support its potential population growth up to the year 2010, is approximately
62000m2. An additional 316000m2 can be allocated by the year 2020.

e. Open Space

Open space can be classified as active and passive open space. The former involves recreation and sport facilities. The
latter involves natural areas, such as ridges and river flood areas. According to the Land Use Budget, the Central Sub-
Region requires approximately 5ha of active open space to support its population up to the year 2010 and an additional
23ha to support its population up to the year 2020.

62
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

SECTION 4: DEVELOPMENT VISION

4.1. SUSTAINABLE DEVELOPMENT

Sustainable development is an international concept that is increasing becoming the measure of the success of urban
developments. It is therefore necessary to briefly discuss the concept of sustainability and how it is measured, in order to define
the development objectives for the development of the Central Sub-Region.

4.1.1. CONCEPT OF SUSTAINABLE DEVELOPMENT

According to the Gauteng Strategy for Sustainable Development (2006), there is a growing worldwide focus and emphasis on
the intricate linkages between the natural environment, economic stability and social well-being. The concept of sustainable
development integrates these inter-dependant components, as depicted by the Diagram below.

Good Governance

Economic Social Ecological

Viability Equity Integrity

DIAGRAM 21: COMPONENTS OF SUSTAINABILITY

63
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Sustainable development focuses on improving the quality of life for all the Earth’s citizens without increasing the use of natural
resources beyond the capacity of the environment to supply then indefinitely. It requires an understanding that inaction has
consequences and that we must find innovative ways to change institutional structures and influence individual behavior. It is
about taking action, changing policy and practice at all levels, from the individual to the international level.

Good Governance is the central pre-condition for achieving sustainable development. It is recognized that without effective
governance (i.e. management, control and policing) achieving sustainable development is impossible. Therefore, if long-term
sustainable development is to be achieved, government’s (national, provincial and municipal) need to integrate the concept
of sustainable development into decision-making and governance processes.

SOUTH AFRICA’S ECOLOGICAL FOOTPRINT

Using the increasingly popular quantitative measurement known as “ecological foot
printing”, it has been estimated that South Africa’s footprint is 4,02 hectares per person.
“Foot printing” is an accounting tool that measure how much biologically productive
land is require to support the living standards of an individual, a city or a country. This
includes the land required to produce the physical resources consumed, absorb the
wastes generated, and sequester CO² emissions associated with energy demand. Using
the World Wildlife Fund (WWF) estimate the that global “fair share” is 1,8 hectares per
person if we are all to live within the carrying capacity of the planet’s ecosystems, this
means that we would need two planets if everyone lived like the average South African.
This, however, masks gross inequalities. A recent study of Cape Town found that the
footprint of Cape Town’s middle class suburbs is 5-6 planets (similar to the United States
average which is 5,2 planets), and the footprint of the poor suburbs is 0.5 to 1 planet
(similar to China and India).
Source: National Framework for Sustainable Development

In South Africa, the primary focus has been on the promotion of economic growth and social equity, rather than on the
broader implementation of sustainable development. At present, intensified and unsustainable demand for land, water and
ecological resources resulting from the expansion of uncontrolled urbanization has lead to an increased degradation of natural
ecosystems and loss of high-potential agriculture land. This demand is eroding the life supporting systems that uphold our
civilization and is not considered to be sustainable over the long run.

In the context of the above, it is clear that the first and primary focus must be on ensuring the ability of future generation to
meet their needs. This implies that any sustainable development strategy must primarily be focused on a resource management

64
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

approach. Practically and from a spatial point of view, this implies protecting areas of high environmental importance,
protecting high-potential agricultural land, densifying cities to reduce the need to travel and burn fossil fuels, and promoting
inward urban development to relieve pressures for urban sprawl.

4.1.2. SUSTAINABILITY INDICATORS

Sustainable development is a complex concept and there are many interconnections between the environment, social sectors
and economic activity. For developing countries key areas of sustainability include developing the necessary infrastructure,
improve the environment for private sector activity, improving the quality of governance, strengthening capacity in the public
sector and increasing effectiveness of the delivery of social services to poor people. However, this accent on social and
economic development needs to be done within the context of environmental conservation and resource management.
Successful delivery within these areas (environment, social and economic) can be assessed and even quantified using a
number of sustainability indicators. These indicators provide some indication of the areas that need to be addressed in order to
obtain sustainability within a settlement. These indicators are as follows:

Indicator 1: Economic Strength

Economic growth leads to higher living standards and greater prosperity for individuals, generally improving the quality of
life. Giving people opportunities for work is a key objective underlying sustainable development. Levels of employment
are closely related to economic activity and enables individuals to improve their living standards and meet their social
needs. This requires development that is labor-absorbing and is accompanied by policies and programs that facilitate
employment and income generation for the poor. To minimize unemployment in the longer term, people need the right
skills to do the jobs available and this requires investment in education and training.

Indicator 2: Competitiveness to Attract Capital

Development requires economic growth. Economic growth occurs when businesses respond to economic incentives. To
attract capital, sound economic incentives, backed by policies and capacity building are required in settlements. The
exchange of goods and services across boundaries is a primary indicator of a settlement’s ability to attract investment
capital. For example, are goods bought by the households within a settlement produced and sold within that settlement,
or are they purchased in other areas or settlements.

65
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Indicator 3: Infrastructure Strength

Infrastructure investment plays a vital role in reducing poverty, promoting economic development, creating employment
and increasing production within a region. Infrastructure development thus plays a crucial role in sustaining and
promoting the economic and social development of settlements. When assessing sustainability issues, this indicator must
take into account its impact on other indicators. For example, investment in road infrastructure instead of rail
infrastructure may impact on the level of energy usage.

Indicator 4: Housing Development

A ‘housing for all’ approach needs to be followed with the accent on providing housing to the poor. The housing
development indicator thus assesses whether a settlement’s rental and ownership opportunities are affordable to
residents of all income levels. It also assesses whether there are enough houses built to address the housing need within a
settlement. Also, the quality housing is also of importance. Poor quality housing is often linked with a number of social
problems.

Indicator 5: Social Strength

Social investment constitutes investment in public assets like clinics, schools and recreation facilities. When assessing
sustainability issues, this indicator should be considered alongside other indicators. For example, investment in education
facilities should be assessed with the standard of education and investment in health facilities should be assessed with
the general level of health services provided.

Indicator 6: Energy Usage

Given the close links between economic activity and environmental change, there is a strong argument for developing
indicators that integrate the economy and the environment more closely. Some of the environmental conditions that
need to be closely monitored include changes in biological diversity, energy use and the emission of greenhouse gases.
Climate change is recognized as one of the greatest environmental threats facing the world today, which is largely
driven by energy consumption. Levels of energy consumption are related to the mode of transport preferred to access
employment opportunities within a community.

66
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Indicator 7: Agriculture Protection

Land resources are finite, fragile and non-renewable, especially with regard the high-potential agricultural land.
Sustainable development means maximizing the use of urbanized land in order to protect high-potential agricultural
land, which is essential for a region’s agricultural economy and a country’s food security.

Indicator 8: Environmental Conservation

The conservation of natural areas is a direct indication of the impact of urban development on the natural environment
and the effectiveness with which urban development is managed. Specifically, the ability to curb urban sprawl affects
natural environments and the ability to balance urban development with the conservation of the natural environment.
Urban development strategies, such as infill development and urban densification can greatly reduce the need for land
and the associated level of environmental impact urban development.

Indicator 9: Good Governance

Principles of good governance with a pro-poor approach involve a government (national, provincial and municipal)
that is transparent, accountable and responsive. Other important elements of good governance include political
stability, government effectiveness, regulatory quality, applying the rule of law and the control of corruption.

Indicator 10: Safety and Security

Level of crime is a measure of good governance, but also a direct measure of community stability and sustainability.
Crime data on violent crimes, property crimes and other crimes in the settlements provide indications of the level of
safety and security enjoyed within a community. In part, safety and security is influenced by infrastructure provision (e.g.
police stations and fire stations) and the level of services provides.

67
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

4.2. DEVELOPMENT OBJECTIVES

To address sustainability issues, cities have to be guided through planning initiatives toward becoming more sustainable and
integrated urban environments. Taking into account the sustainability indicators set out above, the following development
objectives have been defined for Central Sub-Region:

Objective 1: Efficient Urban Form

Urban efficiency deals specifically with the relationship between the localities of places of work, places of living and the
accessibility between them in terms of movement and mobility. It follows logically that the key to urban efficiency is
directly related to urban form and structure. The Central Sub-Region has a well-planned road network (although only
partially developed) and is located close to employment opportunities (such as the Fourways node). However, more can
be done to improve the efficiency of its urban form. Measures can include the construction of the planned road network
and higher-density, mixed-use development at key transportation access points (road intersection and BRT stations).

Objective 2: Urban integration

Although the Central Sub-Region has large urban areas, such as Fourways, Dainfern and Diepsloot, there is potential for
infill development to better integrate the various suburbs within the Central Sub-Region. Of specific relevance is the infill
and densification of the K46 (William Nicol Drive) to create an integrated urban corridor along this route. By doing this,
Central Sub-Region will form part of a consolidated urban band stretching from Fourways to Diepsloot. Such an
integrated urban structure forms the bases for the efficient use of public transportation infrastructure and providing cost-
effective public transportation services.

Objective 3: Equitable access to social services

Settlements located on the outskirts of a municipal area are often located far from the community facilities (such as
schools and clinics) provided in the more centrally located areas of the municipal area. This results in high transportation
cost for the households living within these areas to access these services. The Central Sub-Region is essentially located on
the outskirts of the larger Johannesburg metropolitan area. It is therefore imperative that the community facilities needed
to serve the Central Sub-Region be provided in the Sub-Region through the development of a hierarchy of community

68
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

nodes. Such nodes will place these facilities closer to these households living within the Central Sub-Region, thus making
them more accessible.

Objective 4: Promote smart transportation

Within the context of global warming, it is imperative that the use of smarter transportation systems be promoted within
the Central Sub-Region, over the use of less environmentally friendly transportation options. For example, the use of a bus
network connecting neighborhoods within Central Sub-Region should be promoted through the structuring of our urban
environment to support such a system, instead of further encouraging the use of private vehicles and the urban sprawl it
encourages. In addition, pedestrian-friendly design must be promoted within the Central Sub-Region, which encourages
a greater use of bicycles and walking as daily form of transportation.

Global Warming and Transportation

Global Warming and climate change is threatening the survival of the human race. To a large extent, Global
Warming can be attributed to the following:

• The use of fossil fuel modes of transportation

• Traffic congestion that is wasting millions of liters of petrol daily world-wide
• Out of control sprawl that is creating long travel distances

Stabilizing the climate therefore involves amongst other things a dramatic reduction in emission. To accomplish this,
requires a rapid conversion of our transportation system, away from fossil fuel inefficiency towards the use of more
energy efficient modes of transport, such as commuter rail and Bus Rapid Transit.

Objective 5: Land use and transportation integration

Central to promoting smart transport, is the use of public transport, as these are generally more energy efficient and
environmentally friendly than private vehicles. Land use development and public transportation are interlinked, with the
one affecting the development of the other. Linear spatial configurations create the optimal land use structure for the
cost-effective operation of public transport systems, because public transportation works most effectively in a linear
pattern, as opposed to winding its way through sprawling urban areas. It is therefore necessary that such a spatial
pattern be pursued within the Central Sub-Region in order to foster better land use and transportation integration.

69
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Objective 6: Increase density and compactness

Increasing density is central to curbing urban sprawl and promoting the use of smart transportation. With regard to the
latter, increased density places buildings, residences, shops, and services within walking of transit stations, thus increasing
access to and the use of public transport. Walkability is also promoted through the development of pedestrian friendly
street design, such as placing buildings close to streets, tree-lining streets, providing on street parking, hiding parking lots,
and constructing narrow/ slow speed streets.

Objective 7: Create mixed-use environment

Apart from density, creating a mixed-use urban environment promotes the use of smart transportation options. The
reason for this is that mixed land use, which is centred on transit station, increases the reasons for being in a specific area
or node and therefore the use of that station. A mixed-use environment also creates a one-stop-shop setup, thus limiting
the need for additional travel. Mixed-use neighborhoods can be created within the Central Sub-Region by mixing shops,
offices and range of housing typologies.

Objective 8: Protection of open space

A way to integrate urban areas is to deliberately protect ecologically sensitive areas and high-potential agricultural land.
By rigorously protecting such areas, urban areas are prohibited to sprawl freely and are therefore forced into denser
urban agglomerations. However, ecologically sensitive areas and high-potential agricultural land must not prohibit the
integration of fragmented urban areas. In such cases, the integration of urban areas would have greater advantages
(such as limiting travel distances), which is turn limits emissions by fossil fuel burning vehicles.

70
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

SECTION 5: DEVELOPMENT FRAMEWORK

5.1. SPATIAL STRUCTURE

5.1.1. METROPOLITAN SPATIAL PERSPECTIVE

In order to evaluate and understand the spatial structure of the Johannesburg Metropolitan Area, it is necessary to have an
insight into the alternative urban structures that exist. The most common spatial alternatives can be grouped under one of three
broad categories: the concentric settlement, the homogeneous settlement and the strip settlement (see Diagram below).
These are briefly described as follows:

a. Concentric Settlement

Land uses within concentric cities are evenly distributed at relatively high densities. Development is contained within the
boundaries of the existing urban area, with development beyond the periphery discouraged. These cities are largely
dependant on public transport and generally support a radial road network that primarily serves a central core. In
addition to the radial road network, this configuration can contain a ring road linking the radial roads on the periphery of
the urban structure. This type of settlement is characteristic of European cities. Older South African towns and cities, such
as the older parts of Johannesburg, represent elements of this spatial configuration.

b. Homogeneous Settlements

Homogeneous settlements are dispersed over a large area and consequently do not have a clear structure and
identifiable nodal hierarchy. This spatial structure is supported by a grid road network and is largely dependant of private
vehicles for movement. Public transport is difficult to sustain due to the low urban densities. To a large extent the
Gauteng urban structure is characterized by this structure, largely because of the grid PWV network that serves it.

71
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

SETT
E
ROAD NETWORK ROAD NETWORK

NODE
NODE

ROAD NETWORK

SETTLEMENT
NODE SETTLEMENT

CONCENTRIC HOMOGENEOUS LINEAR

SETTLEMENT SETTLEMENT SETTLEMENT

DIAGRAM 22: SETTLEMENT CONFIGURATIONS

c. Linear Settlement

Linear settlements are shaped by a public transportation line or road, or several lines or roads parallel to each other.
Development takes place in a strip on both sides of this transport line, with a concentration of development at
intersections or transit stops along the line or road. Consequently, this settlement configuration is ideal for the operation
of public transportation systems. The scale of this settlement configuration can vary and on its largest scale can
extending from one city to another. To a degree, this configuration is evident along the N1 Freeway that links Tshwane,
Midrand and Johannesburg.

The settlement configurations defined above represent the typical form of each configuration. Urban areas are rarely shaped in
such a pure form. Instead, a mixture of a number of these configurations, leaning more to one configuration than another, is
exhibited.

72
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

The Central Sub-Region consists of a mixture of the radial and homogeneous configurations. It is radial in the sense that the
radial network of the older Johannesburg network (comprising routes such as William Nicol Drive (K46) extends into the Central
Sub-Region. This network is ideally suited for the public transportation network serving the Central Sub-Region. The
homogeneous settlement characteristics are attributed to the Central Sub-Region by the planned PWV road network overlying
the area. This road network forms a grid pattern across the Central Sub-Region and provides strong east-west linkages, which
are absent in the older parts of Johannesburg. The homogeneous configuration tends to favour private vehicle usage and the
intersections created by east-west and north-south aligned road create numerous opportunities of nodal development.

5.1.2. DEVELOPMENT CONCEPT

The aim of the Development Concept is to guide spatial development on a sub-regional level, based on the metropolitan
spatial perspective set out above. In addition, as suggested by the development vision, the aim of the Development Concept
should be to promote the development of a sustainable community within the Central Sub-Region. The Development Concept,
which is illustrated by the Diagram below, guides spatial development within the Central Sub-Region through a set of nodes,
corridors and infill areas. The Development Concept is made up of the following elements:

a. Transportation structure

The K46 is currently the central road spine linking the Central Sub-Region to the rest of Johannesburg. The Planned PWV5
will intersect with the K46 north of Dainfern, providing opportunities for higher-order nodal development. Other significant
roads include Witkoppen Road (K60), which runs parallel to the N1 freeway and the K52 serving Diepsloot. With regard to
planned road, the K56 is of particular importance, as it will link the Central Sub-Region westward to Cosmo City and
eastward to Kyalami and Midrand. The K46 and the K56 has the potential be developed as public transportation spines.
As such, these roads can develop nodes comprising local and regional employment opportunities, social amenities and
shopping destinations.

73
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Diepsloot

K29
Lanseria
K52 PWV5
P158 K46

K71
PWV9
Chartwell

K33 Dainfern
Services
Boundary K56 N1

Fourways Midrand
Sunninghill

Cosmo
City K60

Residential Business Node Residential Infill Conservation Airport

Holdings Commercial Study Area Road Network BRT Network

DIAGRAM 23: DEVELOPMENT CONCEPT

74
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

b. Nodal structure

A number of mixed-use nodes can be developed within the Central Sub-Region along the spines mentioned above. The
K46 and the K56 are proposed public transportation spines and are therefore ideally suited as access spines for the nodal
structure. It is also important to develop a hierarchy of node, which would provide different levels and a range of services
within the Central Sub-Region. In addition to the existing Fourways regional mixed-use node, a regional mixed-use node
would by suited on the intersection of the K46 and the planned PWV5 freeway, located between Dainfern and
Diepsloot. The freeway will provide regional and visual access, whereas the K46 will provide the necessary public
transportation access.

c. Spatial structure

Currently, the Central Sub-Region is characterized by a number of large but fragmented settlements, mostly straddling
William Nicol Drive (K46). To achieve urban consolidation and create a spatial structure that would enable better land
use and transportation integration, it is proposed that the existing settlements within the Central Sub-Region be
consolidated along William Nicol Drive to create a corridor development along the K46. This will require infill
development along this corridor, with higher-density residential development being encouraged within this corridor.

d. Open space

The Diepsloot Nature Reserve, containing the Northern Waste Treatment Waterworks, is a significant land use feature
within the Central Sub-Region. This Nature Reserve has and will in future have a significant impact on the development of
the spatial structure of the Central Sub-Region, effectively prohibiting the Diepsloot area from expanding westward, thus
forcing Diepsloot to either expand southwards or eastwards.

75
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 16: DEVELOPMENT SUITABILITY

76
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 17: DEVELOPMENT PROGRAMMING

77
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 18: DEVELOPMENT FRAMEWORK

78
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 19: URBAN DEVELOPMENT BOUNDARY

79
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

5.1.3. DEVELOPMENT SUITABLITY ANALYSIS

Figure 16 illustrates the land parcels within the Central Sub-Region that are suitable for urban development. This suitability index
was developed taking into account environmental sensitive areas, high-potential agricultural soils and geotechnical conditions.
Land categorized by C-Plan2 as irreplaceable or important site were deems unsuitable for urban development, land with high-
potential agricultural soils was considered unsuitable for urban development and land with poor geotechnical conditions were
considered unsuitable for urban development.

Based on the analysis above, most of the Central Sub-Region is considered either of medium to low suitability for urban
development. Of particular significance is the band of low suitability, stretching from the Zevenfontein informal settlement past
and between Dainfern and Diepsloot, and east of Diepsloot up to the N14 freeway . This belt is considered to be unsuitable for
urban development, mainly due to environmentally sensitive areas and to a lesser extend high-potential agricultural soils
located within this belt. This sensitive belt seriously hampers the development on a corridor between Fourways and Diepsloot
along the K46 (William Nicol Drive). Developing this corridor is considered a priority in order to link Diepsloot to the rest of
Johannesburg.

5.1.4. SETTLEMENT EXPANSION

The land areas required for urban expansion within the Central Sub-Region has been calculated in the Land Use Budget set out
in Section 3 of this report. The Land Use Budget calculated the land need in 10 year intervals up to the year 2050, as attached in
Annexure A. The calculations have been combined to provide the total land requirements for the periods 2007-2020 and 2020-
2040, as depicted by the Table below. According to the Table below, the entire northern region of Johannesburg, stretching
form Midrand in the east to Lanseria in the west, requires approximately 4900ha of land for urban expansion up to the year 2020,
and an additional 4300ha of land for urban expansion up to the year 2040. The Central Sub-Region, which form part of the
aforementioned region, requires approximately 2000ha of land for urban expansion up to the year 2020, and an additional
2400ha of land for urban expansion up to the year 2040

80
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

TABLE 9: LAND NEEDED FOR URBAN EXPANSION 2020 AND 2040

Area Period
2007-2020 2030-2040
Western Sub-Region 1914.8 465.9
Central Sub-Region 2046.6 2389.8
Eastern Sub-Region 964.1 1397.4
Total Area Needed 4925.6 4253.1
Source: Maluleke Luthuli and Associates, 2008

The land required for urban expansion within the Central Sub-Region has been allocated on Figure 17, taking into account the
development suitability analysis set out in the previous section of this report. However, directing urban growth with the aim of
strengthening the potential public transportation spine along the K46 (William Nicol Drive), as proposed in the Development
Concept, was considered of greater importance than protecting the environmental belt between Dainfern and Diepsloot. It is
argued that allow such a corridor to development will, in turn, also have environmental advantages, such as allowing higher
urban densities to develop along the proposed public transportation spine, which would limit urban sprawl. Based on the
aforementioned, the areas for urban expansion are as follows:

a. Period 2007-2020

The primary aim for the period 2007 to 2020 is to direct urban growth along the K46 corridor, in order the consolidate the
fragmented settlement pattern existing within the sub-region and in so doing, creating the opportunity to development
public transportation spine along the K46, stretching from Fourways to Diepsloot. This spatial configuration will also allow
nodal development along the K46 road spine. Most of the land required during 2020 will be spent north of Dainfern. A
sizable part of the land required will also be spent to convert the agricultural holding within the Fourways area to cluster
housing type developments.

b. Period 2020-2040

Most of the land available within the Central Sub-Region will be used up by the year 2020, leaving very little land left for
the growth of the Central Sub-Region during the period 2020-2040. Most of the growth during this period will have to be
allocated to other areas, such as the envisaged PWV9 corridor located within the Eastern Sub-Region of Administrative
Region A.

81
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Although an attempt was made to point out the constraints affecting the Central Sub-Region, it has to be stressed that
localized constraints could emerge once a site earmarked for development is investigated in more detail. Also, it may be that
the constraints are more prohibitive than assumed in this report. Such issues may surface during the EIA process, during the
township establishment application process, or during the construction phase, when building foundations are investigated. The
following development constraints could emerge during these detailed phases:

• Geotechnical conditions: It is known that moderate geotechnical conditions underlie the Central Sub-Region, but
that these conditions do not prohibit urban development. However, it may be that localized areas within the Central
Sub-Region may have geotechnical conditions that are not suitable for building construction, or would require
specialized building foundations that will increase building cost.
• Municipal services: Besides the bulk municipal services network capacity (which was not been determined in this
study) there may be localized areas within the Central Sub-Region that cannot be readily linked to the bulk network
due to topographical constraints. To address this may require, for example the installation of sewerage pump stations,
which could possibly become a condition for development in such areas.
• Flooding: Although the protection of the floor areas of river systems within the Central Sub-Region has been taken into
account by allowing for ample passive open space in the Land Use Budget, it may be that certain rivers within the
Central Sub-Region have flood areas that exceed the land area provide for it in the Land Use Budget.
• Land ownership: The allocation of the Land Use Budget could not take into account the ownership of the land within
the Central Sub-Region. Because most of the land within the Central Sub-Region is in private ownership, would imply
that the development of these land parcels are up to the owner, which could mean that the land is not developed
as proposed in this study, but is rather left as it is used currently.
• Environmental constraints: Although C-Plan2 of GDACE has been taken into account; localized environmental
constraints could affect the land available for development within the Central Sub-Region. GDACE was clear that
they do not only use C-Plan2, but also supplements this data source with site visits when evaluating a specific
application for land use change. The proximity of a river system of ridge heightens the changes of finding localized
environmental constraints during an application for land use change, typically a township establishment application.
• High-potential agricultural soils: As was determined in this study, high-potential agricultural soils do not affect the
Central Sub-Region, apart from a parcel of land south of Diepsloot. However, it may be that during township
establishment, localized pockets of high-potential agricultural soils are found, which could affect the manner and
extent to which a property can be developed.

82
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

A development framework was drafted, based on the areas set out for urban expansion for the period 2007 to 2020. This period
is considered the lifespan of the development framework. In other words, this document makes proposals for the urban
expansion and land use development up to the year 2020. The development framework is presented by Figure 18.

5.1.5. URBAN DEVELOPMENT BOUNDARY

Demarcating an Urban Development Boundary has specific advantages, the primary being to prevent uncontrolled urban
sprawl. Urban sprawl is undesirable since it increases pressures on the limited resource of local government, from public
transport to water and sanitation infrastructure provision. Demarcating an Urban Development Boundary can also protect
valuable agricultural land and ecologically sensitive areas from urban encroachment. But an Urban Development Boundary
can also have drawbacks. For example, it can restrict the supply of land for urban development, which could inflate land prices
within the boundary. Care should therefore be taken when demarcating an Urban Development Boundary. A balance should
be reach between providing enough land for urban development and the need for sustainable and managed urban
development.

The latest Urban Development Boundary to the demarcated is the 2007 boundary, as depicted on Figure 19. Within the Central
Sub-Region, this boundary includes Fourways and Dainfern and allows for the development of the northern extension of
Dainfern. However, the Urban Development Boundary does not allow the linking of Dainfern with Diepsloot. In other words, the
2007 Urban Development Boundary does not allow corridor development to take place along the entire length of the K46
(William Nicol Drive). Diepsloot is basically demarcated an island the Urban Development Boundary. The Urban Development
Boundary does not allow the eastward expansion of Diepsloot either.

A new Urban Development Boundary is proposed by this study, which is illustrated on Figure 19. The proposed Urban
Development Boundary was first and foremost demarcated according to the Land Use Budget estimates for settlement
expansion up to the year 2020. In other words, the Urban Development Boundary does not allow the Central Sub-Region to
sprawl beyond the spatial limits required by the population growth of the Central Sub-Region up to the year 2020. on the other
hand, it ensures that enough land is available within the proposed Urban Development Boundary to cater for the estimated
growth within the Central Sub-Region up to the year 2020. Other principles used to demarcate the Urban Development
Boundary include the following:

83
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

• The containment of the urban sprawl and the promotion of infill and densification
• The creation of urban corridors along public transportation routes, such as the K46
• The integration of existing and planned affordable housing projects (such as Diepsloot and Diepsloot East) with other
urban settlements within the Central Sub-Region
• The cost implications of establishing new infrastructure for new township developments in remote areas
• Taking into consideration unsafe geological conditions where and if applicable
• The conservation of environmentally sensitive areas
• The protection of high-potential agricultural land where and if applicable

Compared to the 2007 Urban Development Boundary, the proposed Urban Development Boundary concentrates this
settlement growth potential along the K46 (William Nicol Drive), specifically in the area between Dainfern and Diepsloot, to
complete the K46 corridor. It was argued that creating the corridor along the K46 should receive preference over the
protection of environmental area within this corridor. Developing this corridor has other important benefits, such as integration
the currently excluded Diepsloot area into the urban fabric, and creating the potential for the development of a public
transportation spine (BRT route) along the K46, which in turn will allow for the granting of higher development densities along this
corridor.

TABLE 10: LAND USES AFFECTED BY THE URBAN DEVELOPMENT BOUNDARY

Inside Urban Development Boundary Outside Urban Development Boundary
Urban settlements Extensive and intensive agriculture areas
Business and office nodes Conservation areas and nature reserves
Industrial and commercial areas Tourism facilities and related activities
Agricultural holdings
Governmental uses
Source: Maluleke Luthuli and Associates, 2008

A guideline for the type of land uses to be allowed inside and outside of the Urban Development Boundary are depicted in the
Table above. As a rule, the Urban Development Boundary applies to all developments requiring a township establishment
application, not allowing such development beyond (outside) the Urban Development Boundary.

84
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

5.1.6. ODOUR IMPACT ZONE

A new landfill site is proposed southeast of the existing Northern Waste Water Treated Plant to serve the northern areas of
Johannesburg. Airshed Planning Professionals (Pty) Ltd were appointed to assess the impact of potential gaseous and
particulate emissions that may emanate from the proposed waste disposal facility. The impact of the Northern Waste Water
Treated Plant was also taken into account to determine the potential cumulative air pollutant concentrations and impacts.

Based on the findings of the investigation an odour impact zone was demarcated and is depicted on Figure 18. The extent of
this zone largely depends on the manner in which the waste disposal facility is managed, specifically with regard to the design,
implementation and monitoring of the planned facility. In addition, the use of improved treatment techniques applied to the
Northern Waste Water Treated Plant could also significantly reduce the odour impact zone.

Preferably, no residential development should be allowed within the demarcated odour impact zone or any revision of the
odour impact zone resulting from improved mitigation techniques employed or the planned waste disposal facility not be
developed. Should residential development be pursued within the demarcated odour impact zone, as is proposed by the
Johannesburg Property Company (JPC), permission for such development should first be granted by GDACE, Joburg Water and
other relevant Johannesburg Municipal and Provincial Departments, before granted the applied-for land use rights.

5.1.7. LAND USE AND TRANSPORTATION INTEGRATION

Land use and transportation integration forms the backbone of an efficient urban structure. It not only ensures the cost-
effective operation of the region’s public transportation system, but it also tends to limit urban sprawl by concentrating urban
development at higher densities close to public transportation routes. In addition, the mixing of land uses creates a better
relationship between areas of residence and employment, which can lead to shorter commuter distances and a better two-
way use of transport infrastructure.

85
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

5.1.7.1. TRANSIT ORIENTATED DEVELOPMENT (TOD)

The key to successful land use and transportation integration is obtaining higher land use densities and a greater mix of land
uses at transit stations, such as bus stations. These are the points where access is obtained to the public transport systems and
attempts should thus be made to optimally use these strategic locations. This can be done by locating a mix of work,
community and higher-density residential uses at these stations, thus creating a one-stop service area for commuters. These are
known as Transit Oriented Development (TOD).

TOD design elements

• Walkable design with pedestrians as the highest priority
• A commuter rail station or bus station or taxi rank as the central feature of
the TOD
• A mixture of land uses in close proximity, including office, residential, retail,
and community uses
• Higher-density, high-quality housing development within 4-10 minute walk
radius (400-1000m) surrounding a commuter rail station or bus station or taxi
rank

Of particular importance is the integration of housing development and public transportation. Public transportation is and must
be central to housing development, specifically higher-density housing development, simply because households that typically
live in higher densities are more reliant upon cheap and efficient public transport to access employment opportunities. Housing
densities exceeding 20 units per hectare should be encourage within TODs, with densities exceeding 60 units per hectare
encouraged close to transit stations. This will necessitate developing housing typologies that defer from conventional single
dwelling units, towards higher-density housing typologies. Higher-density housing developments need to be located walking
distance of a public transportation station, generally accepted to be 400m from a station, which can also be considered the
peripheral boundary of a TOD.

86
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

60-100 u/ha
10-20 u/ha 400m radius

20-60 u/ha Public Transport

Route and Station

DIAGRAM 24: PROPOSED TOD HOUSING DENSITIES

Public transit is best supported if both higher densities and a land use mix are employed. Simply increasing densities in an area
may do less to improve accessibility if not mixed with other uses such as shops and public amenities. Land uses can be mixed
horizontally or vertically. Whereas the horizontal mixing of land uses is usually found in predominantly residential areas, the
vertical mixing of land uses is predominantly found in business areas, where land is valuable and scarce, not allowing the
development of certain uses on ground level. The Diagram below provides a conceptual illustration of the vertical mixing of
land uses.

87
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

1-2 bedroom flats (rental)

2-3 bedroom flats (sectional title) Station

Gym/ crèche 1-2 bedroom flats (rental)

Medical offices/ library
Retail centre/ clinic/ post office Retail centre/ medical offices
Flats Walk-Ups

DIAGRAM 25: VERTICAL LAND USE MIXED-USE

Traditionally, certain land uses are not provided as part of a vertical mix within our cities. For example, schools are only provided
on ground level and never as part of a vertical mix of buildings. In countries where land is scarce, such as Germany and Japan,
schools are often provided as part of the vertical mix of buildings. In other words, excluding certain land uses from the vertical
mix of buildings in our cities is often more an issues of perception than a matter of practicality. The need to mix such land uses
vertically becomes a consideration when densifying parts of our cities that no longer have land available at ground level. For
example, providing dwelling units within dense areas of our cities will inevitable increases the need for accessible community
facilities, such as schools, requiring the provision of such land uses on the upper levels of buildings within such areas.

TODs can essentially be implemented in one of two ways: TODs located within an existing township, forming part of a brownfield
development, and TODs forming part of a new town development (see Diagram below). TODs located within an existing
township will involve the development of vacant stands within walking distance of public transportation termini for TOD-related
uses, such as higher-density housing. TODs located within existing townships are ideal for use are part of urban renewal
initiatives.

88
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

CONVENTIONAL
DEVELOPMENT

TOD within existing

township
DIAGRAM 26: TOD IMPLEMENTATION ALTERNATIVES

TODs associated with new-town development involve the deliberate planning, design and construction of TOD-structures as
part of a new town development. Because these TODs are new developments, the opportunity exist to apply sound TOD
principle to the design from the start. Consequently, such TOD will better integrate land use and public transportation than
would TOD created within existing townships.

Key to the development of TODs is the manner in which land uses within TODs are integrated with the public transportation
system (bus or taxi) serving these TODs. This will involve creating pedestrian-friendly environments within TODs, using pedestrian
walkways and public squares, and using these pedestrian environments as the link between the public transport stations and
the surrounding land uses. A grid road and pedestrian network best suites pedestrian movement.

89
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

5.1.7.2. APPLICATION OF TODS

Transit Orientated Developments or TODs are best applied using a string-of-beads development pattern. A string-of-beads
development pattern is usually shaped by a major road or commuter railway line, concentrating development (TODs) at
intersections or transit stops along the spine (see Diagram below). Consequently, the string-of-beads settlement configuration is
ideal for the operation of public transportation systems.

ROAD & COMMUTER

TRANSIT RAIL NETWORK
STATION
(BUS/TAXI RANK
OR STATION)

HIGHER DENSITY
RESIDENTIAL

LOW DENSITY
MIXED USE
RESIDENTIAL
NODAL

DIAGRAM 27: STRING-OF-BEADS CONFIGURATION

90
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

The scale of the string-of-beads settlement configuration can vary. On its largest scale it can extend from one city to another
(which is the typical linear settlement mentioned above). The degree to which this development pattern is identifiable within a
city is often dependant upon whether it is deliberately promoted through development policies or not. Policies that aim to
develop a city that is centred on promoting the use of public transport, often exhibits a more defined string-of-beads
development pattern, than a city that promotes the use of private vehicles.

5.1.7.3. PROPOSED TRANSIT ORIENTED DEVELOPMENTS (TODS)

The locations of TODs are governed by specific criteria, because the success of a TOD is largely depended upon its location.
Based on the various aspects of TODs set out above, the following guidelines for the location of TODs are applied to determine
a suitable location for TODs within Central Sub-Region:

• A TOD should be located on or directly connected to a public transportation route.

• A TOD should utilize existing, transit termini, such as commuter railway stations or taxi ranks.
• A TOD should be located on an area with enough vacant (non-urbanized) land for its development.
• A TOD should promote urban infill by using vacant land within existing urban area.
• If possible, a TOD should be located next to existing, planned or proposed non-residential activities. These will provide
kick-start facilities for the development of these TODs.

The Diagram below illustrates the TODs proposed within the Central Sub-Region. These TOD locations correspond with the
mixed-use nodes proposed for the Central Sub-Region, and are centred on the BRT stations proposed for the Central Sub-
Region. Because the proposed TODs use the BRT station as focal points, the TOD and strung along the BRT routes in a string-of-
beads pattern, as was mentioned. The most notable TOD proposed within the Central Sub-Region are the TOD serving the
proposed regional mixed use node located north of the planned PWV5 and K46 interchange, as well as the TOD located within
the Fourways regional mixed-use node. TODs also serve the smaller mixed-use nodes, such as the district node located at
Diepsloot.

91
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Diepsloot K73
K29

K52 PWV5
P158 K46

K71
PWV9
Chartwell

Dainfern

K56 N1

Midrand
Fourways
Sunninghill

Cosmo
City K60

Kya Sand

Regional TOD Residential Infill BRT Network Freight Corridor

District TOD Study Area Road Network Commercial Infill

DIAGRAM 28: PROPOSED TOD DEVELOPMENT

92
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

TABLE 11: PROPOSED ROUTES, STATION AND INTEGRATION

Proposed BRT Routes TOD Location TOD Type of Land Uses Proposed
Classification
Fourways to K60 and K46 intersection in Fourways Regional TOD Higher-density residential and business uses
Diepsloot
Directly north of the K46 and PWV5 interchange Regional TOD Higher-density residential and business uses
K46 and N14 intersection north of Diepsloot District TOD Higher-density residential and business uses
Cosmo City to K46 and K56 intersection east of Dainfern District TOD Higher-density residential and business uses
Midrand Gautrain
Station
Chartwell to On K33 directly south of PWV5 District TOD Higher-density residential and business uses
Lanseria
Source: Maluleke Luthuli and Associates, 2008

It is proposed that the TOD concept be embraced for the Central Sub-Region and implemented over the long term. Practically,
this will involve identifying TOD area and facilitating the development of land uses that support the TOD concept. Apart from
the Municipal Town Planning Departments, institutions that should be involved in developing TODs are the transit agencies
(Department of Transport, taxi associations and bus companies), provincial departments (housing, health and education),
private developers (e.g. retailers), financiers and the local community. Because the success of TODs requires committed
stakeholders, these bodies should be involved in all the planning stages of TODs.

5.1.7.4. DENSIFICATION SPINES

A densification spine is a higher order road, typically used as a public transportation route, accommodating high-density
residential development immediately adjacent to it (see Box below). The following densification spines have been identified
within the Central Sub-Region and should become the focus of high-density residential development:

• K46 (William Nicol Drive): The K46 is proposed as the primary public transportation (BRT) route through the Central Sub-
Region and should therefore be densified in support of the BRT system.
• K56: The K56 is a proposed east-west public transportation linkage, which will ultimately link Cosmo City to Midrand and
the Midrand Gautrain Station.

93
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

• K52: The K52 west of William Nicol Drive is envisaged to become public transportation spine in the longer term, linking
Diepsloot to Olievenhoutbosch and Centurion.

Densification Spine
A densification spine refers to a major road accommodating high-density
residential development immediately adjacent to it. Typically, densification spines
are public transportation routes that connected a number of mixed-use nodes
within a region. Transit stations are provided at the mixed-use node and along the
spine to provide access to the higher-density residential areas abutting the spine.

Land use intensification along the identified densification spines within the Central Sub-Region should be limited to residential
densification only, typically involving the development of flats, walk-ups and cluster housing. A mix of land uses (including for
example retail and office uses) should not be encouraged along these densification spines, but should rather be limited to the
demarcated mixed use nodes. In other words, ‘strip development’ should not be encouraged along the densification spines.
Strip development has many drawbacks: it is esthetically unpleasing, it encourages chaotic vehicular movement and it does
not concentrate development sufficiently to enable the creation of pedestrian environments.

5.2. INFRASTRUCTURE DEVELOPMENT

Infrastructure development often forms of backbone of urban development initiatives. The reason for this is the fact that
infrastructure development provides the access, the capacity and the opportunities for urban development.

5.2.1. TRANSPORTATION

Developing the Central Sub-Region’s transportation infrastructure is dealt with in terms of the road network and public
transportation network. Whereas the road network primarily refers to provincial and metropolitan roads, transit facilities refer to
public transportation routes and stations (bus and rail) that provide access to public transportation systems. Figure 20 illustrates
the transportation infrastructure development proposals made for Central Sub-Region.

94
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

5.2.1.1. ROAD NETWORK DEVELOPMENT

An extensive freeway and distributor road network is planned for the Central Sub-Region (as was set out in the Status Quo
section of this report), characterized by strong north-south and east-west linkages. Although many of the roads within the
Central Sub-Region are in place, there remain roads to be developed that will accessibility within the Central Sub-Region,
especially with regard to east-west movements. In addition, urbanization is exerting pressure for the development of the entire
planned road network or at least increasing the capacity of the existing roads, such as William Nicol Drive. Planned freeway
and distributor roads that are currently prioritized in terms of provincial planning and developer pressure as follows:

a. Freeway construction

The section of the PWV5 stretching from Cosmo City to Midrand is also considered a development priority, as this freeway
will relieve pressure on the N1 freeway between Randburg and Midrand. Currently, the N1 is carrying all the east-west
destined regional traffic within the northern reaches of Johannesburg, but was actually only intended as the bypass for
national traffic. The PWV5 is at detailed design level, the planning level before construction.

b. Distributor road construction

Two distributor roads in particular are a priority within the Central Sub-Region: the K56 and the K46. The K56 will provide a
needed east-west linkage, linking Cosmo City and Fourways to Midrand. The development of this road is favoured by
private developers as it will open up development within the southern parts of the Central Sub-Region. This road will also
enable the construction of a BRT route that could link to the Midrand Gautrain station. Plans to widen the K46 or William
Nicol Drive are currently underway. This is being done to cope with the traffic volumes that are increasingly being
generated by development along William Nicol Drive, north of the N1 freeway. In addition to the above, it is proposed
that the southern section of the K33 be constructed, linking the K60 across the Klein Jukskei River to the internal road
network for Chartwell. This will allow the development of the proposed district node located on the K33 (east of Kya
Sands), which would serve the Chartwell area.

95
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 20: PROPOSED ROAD NETWORK

96
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

c. Collector road construction

Compared to the distributor road network, the collector road network is poorly conceived and developed. This creates a
situation whereby the internal road network designed to serve small holdings is used to access employment and
shopping areas within the region. To address this, a collector road is proposed that will link Knoppieslaagte Road to
Cedar Road. This will allow linkages between Diepsloot, Kya Sands and Lanseria.

Basic design plans have been drafted for the design for the freeways and distributor roads planned for the Central Sub-Region.
Consequently, the road reserves have been established and are required to be incorporated in the layout plans of township
establishment applications. This requirement is enforced by the Provincial government, who is responsible for the PWV road
network (PWV and K-routes) implementation.

In addition, it is proposed that the BRT routes (as proposed in this report) be incorporated in the designs of the distributor roads.
Usually, a distributor road (or K-routes) has a fairly wide island separating the road surfaces. Such an island can be converted
into dedicated bus lanes for the BRT network. To avoid retrofitting a distributor road designs at a later stage, it is recommended
that the Johannesburg Metropolitan Municipality consults the Gauteng Province with regard to this matter, to ensure that the
BRT network design is incorporated into the distributor road design at an early stage.

TABLE 12: ROAD HIERARCHY AND DESIGN

Road Type Road Classification Purpose Design Responsibility
Freeway National road and Links towns and cities Dual carriageway and grade National and Provincial
PWV routes separating interchanges Government
Distributor road K-routes Links city regions Dual carriageway with level Provincial Government
intersections Consultation with
Allow reserve with for BRT system Metropolitan Municipality
where applicable with regard to BRT design
Collector road Links suburbs Single carriageway with level Metropolitan and Local
intersections Municipalities
Source: Maluleke Luthuli and Associates

The proposed collector roads will not be the responsibility of the Provincial government, but will be the responsibility of the
Johannesburg Metropolitan Municipality (see Table above). As such it is recommended that the Municipality prepares basic

97
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

design plans for the Knoppieslaagte and Cedar Road link and that the road reserve of this link be protected in the layout plans
affected by this road alignment. This road link needs to be phased and constructed as require by urban expansion within the
Central Sub-Region.

5.2.1.2. PUBLIC TRANSPORTATION AND STATION DEVELOPMENT

Bus Rapid Transit (BRT) is a high-quality bus-based transit system that delivers fast, comfortable and cost-effective urban mobility
through the provision of segregated right-of-way infrastructure, rapid and frequent operations, and excellence in customer
service. BRT is simply the idea of creating a modern rail-like performance using road-based public transport technologies that
are affordable to most cities.

Curitiba Model
The city of Curitiba provides a model on how to integrate sustainable transport with urban development.
This model involves making bus travel fast and convenient, effectively creating demand for bus use in
the same way that the infrastructure of traditional cities creates demand for private motor vehicles.

Curitiba first outlined its Master Plan in 1965, with the main goal of encouraging growth along two
structural north-south transport arteries, radiating from the city center. The plan called for the integration
of traffic management, transportation, and land-use planning to achieve its goals. The Master Plan
established the guiding principle that mobility and land use can not be disassociated with each other if
the city's future design is to succeed. In order to fulfill the goals of the Master Plan, the main transport
arteries were modified over time to give public transport the highest priority.

Separating traffic types and establishing exclusive bus lanes on the city' s predominant arteries helped to
mold the defining characteristics of the city' s transport system: a reliable and efficient bus service and
densification of development along the bus routes. As a result, Curitiba' s petrol use per capita is 30
percent below that of other comparable Brazilian cities. Other results include negligible emissions levels,
little congestion, and a pedestrian-oriented living environment.

The BRT system proposed for Johannesburg is expected to revolutionize public transport in Johannesburg. The Johannesburg
BRT system will be modeled on the Curitiba Model (see box below), which has also been successfully implemented in countries
like China, France and Ecuador. The Johannesburg BRT system will consists of a network of BRT routes and BRT stations located

98
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

along these routes. Median lanes will be created exclusively for buses, the number and capacity of buses to deal with the
expected demand will be drastically increased and there will be a pre-boarding ticketing system. There will be buses every one
to three minutes and every 10 minutes in off peak times.

The phase one proposal encompasses the same flagship corridors already identified in the Strategic Public Transport Network
(SPTN). These include a north-to-south route from Sunninghill to Soweto and an east-to-west route from Alexandra to Randburg.
The Sunninghill to Soweto route will link a number of Nodes, Including Rivonia, Sandton, Rosebank, Illovo, Killarney and Parktown.
This phase one BRT network will also serve as a feeder system to the Gautrain stations located at Sandton and Rosebank. The
planning and construction of phase one should be completed by 2009.

TABLE 13: PROPOSED ROUTES, STATION AND INTEGRATION

Proposed BRT Proposed Station Locations Integration Principles
Routes
Fourways to o The intersection of the K60 and K46 in Fourways o Develop higher-density, mixed land uses to
Dainfern to o The intersection of the K56 and K46 in Fourways support transit facility with required
Diepsloot o Directly north of the K46 and PWV5 interchange north of commuter numbers
Dainfern o Design and construct pedestrian walkways
o The intersection of the K46 and K52 east of Diepsloot to facilitate access to BRT stations
Cosmo City to o The intersection of the K56 and K46 in Fourways o Develop higher-density, mixed land uses to
Midrand Gautrain support transit facility
Station o Design and construct pedestrian walkways
to facilitate access to BRT stations
o Design BRT route as feeder system to
Midrand Gautrain station
Diepsloot to o The intersection of the K46 and K52 east of Diepsloot o Develop higher-density, mixed land uses to
Olievenhoutbosch support transit facility
to Centurion o Design and construct pedestrian walkways
to facilitate access to BRT stations
Source: Maluleke Luthuli and Associates, 2008

It is only logical to extend the BRT system into the northern region of Johannesburg. As opposed to the more established areas
of Johannesburg, the new or developing areas pose an opportunity the develop and land use structure that will support the BRT
system (higher densities and mixed land use) from the start. It will also provide a much-needed public transportation system

99
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

within the northern region, which is currently lacks (as was determined in the status quo section of this report). It is proposed that
the proposed BRT system utilizes the existing and proposed K-route network traversing the Central Sub-Region. A K-route design
usually allows for a relatively wide median island, which can be used for the two dedicated BRT lanes. This approach requires a
mind-shift that now considers K-routes also to be public transportation spines, as opposed to only being private vehicle spines.
Apart from allowing the K-route median to be used for BRT lanes, more flexible public transportation oriented design parameters
will have to be applied along K-routes, especially where such routes traverse mixed-use nodes. For example, pedestrian
crossing and land use access intervals will have to be addressed differently within mixed-use nodes.

As depicted on Figure 20, it is proposed that the K46 (William Nicol Drive) be developed as a BRT route. This public transportation
spine will link Fourways, Dainfern and Diepsloot, as well as the mixed-use nodes proposed along this spine, in particular the
region node proposed on the intersection of the PWV5 and K46. In addition, the K56, which will connect Cosmos City to
Midrand, is proposed as a BRT route and could become a potential feeder system to the Midrand Gautrain Station. The second
proposed east-west aligned BRT route that will connect Diepsloot to Olievenhoutbosch along the K52 and has the potential to
be extended to Centurion.

The efficient functioning of the public transportation system within the Central Sub-Region will not only require a well-developed
BRT network, but will also require a well-developed BRT stations that are strategically located along the BRT routes. Well-
designed stations are characteristic of BRT system with features such raised platforms for bus-level entry, prepaid ticketing
system and the application of modern architecture to design striking facades. With regard to the location of the BRT stations, it
is proposed that major stations within the Central Sub-Region be located at the intersections set out in the Table above, which
correspond with the mix-use nodes proposed for the Central Sub-Region. Smaller stations can be places at 400-600m intervals
along the BRT route.

To ensure the optimal use of each BRT station, it will have to be integrated through competent design with its surround area and
the land uses proposed for these areas. This design will involve focusing on pedestrian movement and how pedestrians
exchange between the transit facility and the surrounding land uses. Competent building design is also necessary to ensure
land use and transportation integration and will have to be applied to buildings (clinics, retail centre, walk-ups, etc.) abutting
these BRT stations.

100
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

5.2.2. MUNICIPAL SERVICES

Although this study addresses the primary municipal services (water, electricity and sanitation), it does not assess the capacity
of the bulk municipal services network to accommodate urban expansion and densification. Determining capacity involves
complex calculations by engineers, thus falling outside the brief of this study. The way this study addresses the issue of bulk
municipal services is to (a) ensure areas can connect to the bulk network (specifically the sewer network which is dependant
on gravitation and therefore topography) and (b) provide an indication of the potential number of dwelling units and
supporting land uses that would be development within the Central Sub-Region, which would require bulk network capacity.
The issue of access to the bulk network was dealt with as part of the section of this report dealing settlement expansion,
because settlement expansion can only occur in areas that have access to bulk infrastructure. With regard to the potential
number of dwelling units and supporting land uses that would require bulk network capacity in future, the Land Use Budget
attached as Annexure A provides the estimated numbers up to the year 2050. Access to bulk municipal services capacity will
be required in the following major development areas of the Central Sub-Region:

• Fourways: Currently, the smallholdings located within the Fourways region is being systematically converted into cluster
developments. These are relatively high-density developments require bulk services.
• Dainfern North: The farm portions located north of Dainfern (between Dainfern and Diepsloot) are currently being
earmarked for estate developments, including for example the northern extensions of Dainfern. The developments will
require access to the bulk services network.
• Diepsloot East: Plans are underway to extend Diepsloot eastward up to the Knoppieslaagte road. The development will
mostly involve a mixed of residential typologies, ranging from affordable housing types to bonded housing types to
higher-density housing types. Bulk services access will be require if Diepsloot is to be expanded southwards across William
Nicol Drive.

5.3. PUBLIC REALM

Creating a sustainable urban environment involves creating balanced communities in terms of employment opportunities,
social amenities and recreation facilities. In other words, it involves supporting residential development with other land use
types, such as schools, clinics, retail facilities and parks.

101
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

5.3.1. NODAL DEVELOPMENT

The Spatial Development Framework of Johannesburg uses a hierarchy of mixed-use nodes to delineate and contain mixed-use
development within the municipal area. The metropolitan mixed-use node occupies the first place in the nodal hierarchy, and
is represented by the Sandton and Midrand CBDs. The regional mixed-use node occupies second place in the nodal hierarchy.
Sunninghill and Parktown are examples of regional mixed-use nodes. The district mixed-use node occupies third place in the
nodal hierarchy and is represented by areas such as Illovo and Killarney.

The mixed-use node hierarchy was applied to the Western Sub-Region. A number of mixed-use nodes were delineated and are
illustrated on Figure 21. Each of these nodes are located on land with low development densities (usually farmland or
agricultural holdings) allowing the redevelopment of these areas into high-density, mixed-use area. These nodes were also
distinguished in terms of existing, proposed and future nodes. Proposed nodes are nodes that are proposed to be developed
by the year 2020, thus falling within the timeframe of this study. Future nodes are nodes that are envisaged, but which will most
probably only be developed after 2020.

Community, recreation and economic facilities should be clustered within the mixed-use nodes proposed for the Western Sub-
Region, rather than dispersed, in order to (a) stimulate the viability of these activities, (b) create strong focal points with which
the surrounding communities can identify and (c) create a more ordered spatial structure. The composition of each mixed-use
node within the nodal hierarchy must take into account certain key variable, such as its intended function of the node; the size
of the population its serves and its geographical location. For example, a higher order mixed-use node will contain higher-order
functions, such as a satellite university campus or hospital. Lower-order mixed-use nodes will contain uses that are required on a
local level, such as a clinics or library.

5.3.2. ECONOMIC ACTIVITY

It is important that land use strategies are developed that recognize the need to stimulate economic growth and job creation
within the Central Sub-Region. These land use strategies must focus institutional support and private sector spending to achieve
the aforementioned. In turn, this will creates economic potential and provide opportunities for local communities to participate
in local economic development.

102
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 21: PROPOSED NODAL STRUCTURE

103
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

5.3.2.1. BUSINESS CENTRE HIERARCHY

Economic activities should be concentrated, rather than dispersed in order to stimulate the viability of these activities. To
achieve this, economic activity should be clustered within the mixed-use nodes. The business component linked to each mixed-
use node is summarized in the following Table. This Table also provides the proposed business composition suitable for each
mixed-use node within the hierarchy. The size of the business component is dependant on the size and spending capacity of
the Central Sub-Region population. This relation has been established in the Land Use Budget, set out in Annexure A.

TABLE 14: BUSINESS CENTRE SIZE AND COMPOSITION

Node hierarchy Centre size Minimum trade Minimum access Composition
area requirements
Metropolitan mixed- 600000-900000m2 8km Access to freeway, Two or more regional shopping centres
use node distributor road and Large-scale entertainment venues, catering
major public transport for national events such as concerts and
route motor shows
Linkage to an Cluster of large-scale office buildings catering
international airport for national and international corporations
Regional mixed-use 300000-600000m2 4km Access to distributor A regional shopping centre
node road and major Entertainment venues of regional significance,
public transport route such as cinemas, casinos, etc.
Cluster of office buildings catering for business
operating in Gauteng
District mixed-use <300000m2 2km Access to distributor A shopping centre
node road Local entertainment venues, such as
restaurants and cafes
Cluster of office buildings catering for local
enterprises, such as law and accounting firms
Source: Maluleke Luthuli and Associates, 2008

104
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

a. Metropolitan mixed-use node

A metropolitan mixed-use node is a business node of city-wide significance and can therefore develop a strong retail,
entertainment and office component. The retail component can accommodate 2 or more regional shopping centres,
similar to Sandton City. The entertainment component should include entertainment venues that cater for national
events, such as music concerts and motor shows. This will require venues similar to Gallagher Estates and the Coca-Cola
Dome. A metropolitan mixed-use node can accommodate a large office component, comprising for example campus-
layout office developments of national and international corporations. Access to an international airport (such as
Lanseria Airport) would be a necessity.

b. Regional mixed-use node

A regional mixed-use node can accommodate a regional shopping centre or retail floor area equaling that of a
regional shopping centre. In addition, a regional mixed-use node can accommodate entertainment venues of regional
significance, such as a cinema complex and casino. The office component can provide office space for businesses
operating within the larger Gauteng area.

c. District mixed-use node

A district mixed-use node will require a medium-sized shopping centre or a total retail area similar to that of a medium-
sized shopping centre. In addition, a district mixed-use node can accommodate local entertainment venues, such as
restaurants and cafes, as well as a cluster of office buildings catering for local businesses, such as medical, law and
accounting firms.

5.3.2.2. BUSINESS CENTRE DEVELOPMENT

To ensure the viability of proposed economic activities within the Central Sub-Region, it is important to (a) link the business areas
proposed to the Land Use Budget, and (b) develop a retail hierarchy to ensure the orderly and logical development of retail
facilities within the Central Sub-Region.

105
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

A total of 3 mixed-use nodes are proposed for Central Sub-Region (excluding the existing Fourways regional node). A regional
mixed-use node is proposed within the Dainfern area, on the intersection of the K46 and the planned PWV5 freeway. This node
can accommodate approximately 300000m2 of business space by the year 2020 and can include a sizable office, retail and
entertainment component, providing employment opportunities and services to the entire Central Sub-Region population.

Two district mixed-use nodes are proposed for the Central Sub-Region. These nodes aim to serve local neighbourhoods and are
therefore centrally located within the suburbs they serve. Both these nodes have been located on the proposed William Nicol
BRT route to increase the accessibility of these nodes. Each district mixed-use node can accommodate approximately
250000m2 of business space by the year 2020, comprising a sizable office cluster and retail component.

A third district mixed-use node is proposed on the planned K33, directly east of Kya Sands. Primarily, the development of this
node is not aimed at serving the Central Sub-Region population, but more the population of the Chartwell area located within
the Western Sub-Region. This node falls within the Central Sub-Region due to the availability of land for such a node within the
Central Sub-Region. The location of this node also constitutes a gateway position to the Chartwell area.

5.3.3. COMMUNITY FACILITIES

Housing development in particular requires the support of other land use types, such as schools and clinics, in order to create
sustainable living environments. As was determined in the status quo section of this report, the Central Sub-Region has a poorly
developed community infrastructure network, which urgently needs to be addressed. It is imperative that proposed community
facilities, as set out in the Land Use Budget, be located in such a way that they are accessible to the communities they serve.
This is best achieved using a hierarchy of community nodes.

5.3.3.1. COMMUNITY FACILITY HIERARCHY

The composition of the proposed mixed-use nodes in terms of community facilities have been specifically designed to suite the
Central Sub-Region and should serve as a guideline for the design and development of these nodes. The proposed composition
of each mixed-use node is depicted in the Table below.

106
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

TABLE 15: COMMUNITY FACILITY COMPOSITION

Nodal Hierarchy Service Area Size Proposed composition
Radius
Metropolitan mixed-use node 8km 30ha 1 tertiary education facility
1 secondary schools
2 primary schools
1 hospital
1 large-scale post office
1 large-scale library
1 large-scale community hall
1 large-scale police station
1 emergency service centre
Regional mixed-use node 4km 20ha 2 secondary schools
3 primary schools
1 day hospital
1 medium-scale post office
1 medium-scale library
1 medium-scale community hall
1 small-scale police station
District mixed-use node 1-2km 15ha 1 secondary schools
2 primary schools
1 clinic
1 small-scale post office
1 small-scale library
1 small-scale community hall
Source: Maluleke Luthuli and Associates, 2008

a. Metropolitan mixed-use node

A metropolitan mixed-use node, providing higher-order community services, serves a region within the municipal area,
comprising of a number of suburbs. With regard to educational facilities, the metropolitan node should accommodate a
region’s tertiary educational facilities, as well as a number of primary and secondary schools. With regard to health care,
the metropolitan mixed-use node should provide the region’s hospital(s), as well as other higher-order and specialized
medical facilities. Other community facilities to be provided in this node include a large community hall, police station

107
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

and emergency service centre. These facilities are all highest-order facilities when compared to similar facilities provided
in lower-order nodes.

b. Regional mixed-use node

A regional mixed-use node should serve one of two suburbs and should provide medium-order community services to
the suburbs they serve. A regional node should at least comprise a secondary school, 2 primary schools, a community
centre and a library. It can also accommodate a day hospital and a police station, only on a slightly smaller scale than
those provided in a metropolitan mixed-use node.

c. District mixed-use node

District mixed-use nodes should provide low-order community services to localized areas within suburbs. A district node
should at least comprise a secondary school and a primary school, but can also contain a clinic and a post office. These
types of community facilities need not be restricted to district mixed-use node, but can also be clustered within
residential areas.

5.3.3.2. COMMUNITY FACILITY DEVELOPMENT

The Land Use Budget set out in a previous section of this report calculated the number of community facilities required within
Central Sub-Region to support the existing and envisaged year 2020 population within Central Sub-Region. These facilities have
been divided into a hierarchy of mixed-use nodes (as set out in a Table above), basically comprising regional and district
community facilities.

A regional mixed-use node is located on the intersection of the K46 and the planned PWV5 freeway. This regional node will
largely serve the Diepsloot and Dainfern areas, and in particular help relieve the pressure for community facilities within this high
population density Diepsloot area.

A number of district mixed-use nodes have been proposed within the Central Sub-Region. These nodes should contain district
community facilities such as schools and clinics. The district mixed-use nodes located on the K33 aims to serve the western
residential areas of Fourways, as well as the Chartwell area. In addition, community facility clusters can be centrally located

108
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

within existing and envisaged residential neighbourhoods, in order to be within walking distance of the residential
neighbourhoods they serve. Community facilities that are used and a daily basis, such as a primary school, a post office and a
clinic, are suitable for such clusters need to become the focal point around which a residential neighbourhoods develop.

As was mentioned, the Central Sub-Region has a poorly developed community infrastructure network, lacking the most basic
community facilities such as schools and clinics. One of the reasons for this is the fact that much of the Central Sub-Region’s
small holdings are being converted into cluster housing development. Individually, these cluster developments do not reach the
threshold for providing any community facilities. However, collectively, these cluster developments are developing large
numbers of housing, without any of these cluster developments taking responsibility for providing schools stands.

To address the situation mentioned above, it is proposed in developers of cluster housing be required to provide contributions
for the purchasing of stands for community facilities, much in the same way that developers make bulk services contribution.
These funds will have to be ring-fenced and used by the municipality to purchase land (small holdings) for the development of
community nodes. Because the availability of land for sale is unknown, the exact location of these community nodes can only
be determined during the purchasing phase.

In order to develop the community infrastructure required within the Central Sub-Region, the Johannesburg Metropolitan
Municipality will have to work in close relationship with the provincial governmental bodies concerned with the development
and management of community facilities, such as the Gauteng Department of Health and Welfare, and Department of
Education. The responsibility of the Johannesburg Metropolitan Municipality will be to ensure that the necessary stands for
community facilities are provided and that these stands are strategically placed. The construction and management of the
relevant buildings will be the responsibility of the provincial government departments concerned.

5.3.4. OPEN SPACE & RECREATION

An open space system fulfils a number of functions. These functions include hazard avoidance, resource conservation, ensuring
community well-being and educational. These functions are listed in more detail in the Table below. Open space and
recreation within the Central Sub-Region can be divided into 2 categories: passive and active open space. Passive open
space consists of land that is unsuitable or undesirable for urban development due to topographical, ecological constraints or
for flood protection. Passive open space also involves landscape spaces within an urban area, such as parks and pedestrian

109
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

walkways. Active open space involves the recreational component of the open space system. It provides sport facilities
throughout an urban area for use by local clubs and schools.

5.3.4.1. PASSIVE OPEN SPACE

The greening of urban areas is of utmost importance for the psychological and physical well-being of a community. To a large
extent, ecological areas provide a strong and significant element of greening within an urban area. Apart from the
aforementioned, passive open space protects land that is unsuitable or undesirable for urban development due to a number of
reasons, such as geotechnical constraints or flood protection.

TABLE 16: FUNCTIONS OF AN OPEN SPACE SYSTEM

Hazard avoidance Resource conservation Recreational and psychological Educational
Open spaces must reserve flood Open spaces must protect Developed and maintained Open spaces must be protected
prone areas. water sources. open space must be provided for environmental education
for recreational purposes. purposes.
Open spaces must reserve steep Open spaces must protect
slopes and geologically unstable linked areas of conservable Open space must be provided Well-equipped and designed
ground. indigenous vegetation. for community interaction and open spaces must be provided
as symbols of community for sport education.
Open spaces should protect identity.
drinking water sources from being
contaminated. Open spaces must be
protected for psychological
relief from the stresses of urban
live.
Source: Maluleke Luthuli and Associates, 2008

The conservation of passive open spaces that contain watercourses is of specific importance. The Jukskei River and the Klein
Jukskei River, which flow through the Central Sub-Region, are not only importation to the Central Sub-Region, but are important
to the metropolitan area as a whole. At the very least, the natural drainage channels and banks of these rivers need to be
protected up to the 100-year flood line. This will protect the Central Sub-Region communities from flooding and ensure the

110
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

protection of the ecological status of the river embankments. Dumping within these areas must be strictly prohibited and the
pollution of these water sources by sewerage and other harmful effluents avoided at all costs.

5.3.4.2. ACTIVE OPEN SPACE DEVELOPMENT PRINCIPLES

Formulating principles for the development of active open spaces can help ensure that standards of quality and usefulness are
achieved in the planning, design and management of such spaces. The following development principles need to be taken
into account when developing active open spaces:

a. Linking a use to open space

Open spaces that do not have a deliberate use connected to them are often not of value to a local community and
often become dumping ground as a consequence. It is therefore imperative that a use be linked to an open space to
ensure the utilization of these spaces. One of the best ways of utilizing open spaces within urban areas is to use these
spaces as recreation areas or sport facilities.

b. Type of Facilities Provided

When planning active open spaces, it is important that appropriate recreation facilities are provided. Often recreational
facilities are provided that do not fulfill the needs of the community, usually because they are not the preferred
recreational types. To prevent the provision of inappropriate recreational facilities, the recreational preferences of a
local community must be established before planning and developing a recreational facility.

c. Maintenance of Active Open Spaces

An important factor in determining the success of active open spaces is the maintenance thereof. Past experience has
proved that active open spaces that are not maintained often lose their practical value to local residents. Therefore, it
can be argued that larger and fewer active open spaces that are maintained are more useful than smaller more
numerous active open spaces that are not.

111
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

d. Accessibility of Active Open Spaces

When locating active open spaces, it is important to ensure that it is accessible to the community it serves. This implies
locating an active open space within walking distance of most of the people living within a community. Locating an
active open space centrally will also ensure the continued presence of people in the vicinity of such a facility, which
would protect it from vandalism.

e. Urban Form and Function

In order to enhance the mentioned focal function of active open spaces, it is imperative that attention is given to the
design of these active open spaces. For example, the planting of trees along the periphery of an active open space will
enhance the identity and attractiveness of this space. If active open spaces are integrated through design with
surrounding facilities, it will enhance the usage of these spaces. For example, placing an active open space next to or
close to a primary school will allow the space to supplement school sport facilities.

5.3.4.3. ACTIVE OPEN SPACE HIERARCHY

The limited funds available for the construction of an active open space network necessitate a critical appraisal of the
generally accepted standards and norms applicable to active open space development. An approach based on practical
considerations rather than on accepted norms should be followed. One of the most practical ways of utilizing open spaces is to
use these spaces as sport or recreation facilities. This connects a deliberate use to open spaces, ensuring they serve a specific
community need.

Taking into account the above, a hierarchy consisting of three types of active open spaces is proposed for the Central Sub-
Region. The composition of these active open spaces should serve as a guideline for the design and development of the active
open spaces, but can differ depending on the recreational preferences of local communities. The proposed active open
space hierarchy and its composition are depicted in the Table below.

112
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

a. Metropolitan mixed-use node

A metropolitan mixed-use node should provide recreation facilities that are significant on a metropolitan level, usually
with a stadium making up the central facility within such a node. In addition to the stadium, such a node should contain
other highest-order recreations facilities, such as practice rugby or soccer fields, a cricket oval, tennis courts, a swimming
pool and a multi-purpose indoor sports centre. In addition, such an active open space must include a parking area and
must be accessible to and from a large bus and taxi terminus. A metropolitan recreational facility will be the base of city
sports clubs.

b. Regional mixed-use node

A regional mixed-use node should provide regional sport facilities, typically a number of rugby or soccer fields. The rugby
or soccer fields can double as a cricket oval. Such a recreational facility can serve as the base for regional sports clubs.

TABLE 17: ACTIVE OPEN SPACE COMPOSITION

Nodal Hierarchy Service Area Size Proposed composition
Radius
Metropolitan mixed-use node 8km 20ha 1 rugby or soccer and athletic stadium
3 practice rugby or soccer fields
1 cricket oval
6 tennis courts
2 netball courts
Swimming pool
Multi-purpose indoor sport centre
Regional mixed-use node 4km 15ha 1 rugby or soccer field and athletic track
2 practice rugby or soccer fields
4 tennis courts
District mixed-use node 2km 10ha 1 rugby or soccer field and athletic track
2 tennis courts
Children’s playground
Source: Maluleke Luthuli and Associates, 2008

113
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

c. District mixed-use node

A district mixed-use node will serve local neighbourhoods and should therefore comprise local recreational facilities, such
as a rugby or soccer field and a few tennis courts. As with community facilities, these types of recreational facilities need
not be restricted to district mixed-use node, but can also be clustered within residential areas. These recreational facilities
can supplement the recreation facilities of schools and can therefore be located in close proximity of schools.

5.3.4.4. ACTIVE OPEN SPACE DEVELOPMENT

A regional mixed-use node is proposed on the intersection of the K46 and the PWV5 freeway, located between Dainfern and
Diepsloot. The node requires regional recreation facilities and will in particular aim to relieve the dire need for the higher-order
recreation facilities within the Diepsloot area. A number of district mixed-use nodes have also been identified in accessible
location throughout the Central Sub-Region. These nodes require the development of district recreational facilities, as set out in
the Table above. The District mixed-use node located on the K33 is intended to serve both the Fourways are and the Chartwell
agricultural holdings.

Although the private sector has in the past provided recreational facilities within the larger region, it remains the responsibility of
the municipality to provide the necessary recreation facilities required within the Central Sub-Region. One of the reasons why
the municipality has not provided the necessary open space within the Central Sub-Region to date is due to the lack of stands
zoned for recreational purposes. In turn, this lack of stands is due to cluster developments, which usually are not large enough to
reach the thresholds required to provide stands for active open space development. To address this situation, it is proposed that
developers of cluster housing be required to provide contributions for the purchasing of stands for active open space, much in
the same way that developers make bulk services contributions. These funds will have to be ring-fenced and used by the
municipality to purchase land for the development of recreation nodes. Because the availability of land for sale is unknown, the
exact location of recreation nodes can only be determined during the purchasing phase.

114
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

5.4. HOUSING DEVELOPMENT

Affordable housing is a strong form-giving element that can impact substantially of the development of an urban area. For
example, housing can be used as an infill land use, which could enable the urban integration of a fragmented urban area.
Also, housing can provide the necessary land use densities to support public transport operation and retail centre
development.

5.4.1. HOUSING TYPOLOGIES

Housing types can be categorised according to level of attachment. Level of attachment refers to the vertical and horizontal
attachment of buildings. There is a tendency, when addressing the housing demand, especially for the low-income sectors of
the population, to provide freestanding units with little on no level of attachment. There is little exploration on the benefits of
other housing typologies, such flats, walk-ups, row housing and semi-detached units.

The following discussion on typologies is not exhaustive, but rather focuses on housing and density types that are appropriate for
the Central Sub-Region. The Table above provides an easy-reference summary of the attributes of the different housing
typologies and how it compares with the attributes of other housing typologies.

a. Detached housing

Detached units are standalone structures situated on a single, individually registered stand. This is the most commonly
used housing type within the Central Sub-Region and is used for bonded and well as affordable housing. As a bonded
housing typology, detached housing is often used in estate development, with added security fencing and communal
facilities to achieve some of the advantages that are usually associated for cluster housing developments. As an
affordable housing unit, the design of this housing typology is usually limited to the government housing subsidy scheme.

115
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

TABLE 18: BONDED HOUSING TYPOLOGIES

Housing Gross Nett Density Stand Size Building Tenure Subsidy Plot layout Example
Typology Density Height Options Options
Detached 5-10 u/ha 10-15 u/ha 800-1000m2 1-2 storey Full title n/a
housing

Cluster 10-20 u/ha 20-30 u/ha 300-500m2 1-2 storey Full title or n/a
housing sectional
title

Flats 100-200 200-400 n/a 4-8 storey Rental or Institutional

u/ha u/ha sectional subsidy
title

Source: Maluleke Luthuli and Associates, 2008

116
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

TABLE 19: AFFORDABLE HOUSING TYPOLOGIES

Housing Gross Nett Density Stand Size Building Tenure Subsidy Plot layout Example
Typology Density Height Options Options
Detached 20 u/ha 40 u/ha 250 m2 1 storey Full title Project-
housing linked
subsidy

Semi- 40 u/ha 80 u/ha 120 m2 1-2 storey Full title Project-

detached linked
subsidy

Row 60 u/ha 120 u/ha 70 m2 2 storey Full title Project-

housing linked
subsidy

Walk-ups 80 u/ha 160 u/ha n/a 3 storey Rental or Institutional

sectional subsidy
title

Source: Maluleke Luthuli and Associates, 2008

117
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

As is evident from the above, the densities of this housing type varies dramatically, depending on it use. As bonded
housing, this housing typology is usually located on stands generally between 800 and 1000m² in size and achieve an
average gross density of 5 to 10u/ha. As an affordable housing option, this housing typology is usually located on stands
of approximately 250m2 and achieve gross densities of approximately 20u/ha. Such densities (both bonded and to a
lesser extent affordable) do not promote the efficient use of land and do not promote the viable operation of public
transportation systems. Consequently, this housing type should not be promoted is close proximity of public transportation
routes, but should rather be use in peripheral areas of cities.

In terms of infrastructure costs, this housing typology is the most expensive housing option. The low densities and large
stand sizes of this housing type result in large street frontages, which result in long infrastructure runs. This housing type is
the least complicated to construct, resulting in relatively low construction costs, when compared to other housing
typologies.

b. Cluster Housing

Cluster housing developments are exclusively used as bonded housing and are characterized by housing units located
within a housing complex, which shares communal facilities and a perimeter security wall. These housing units can either
be detached or attached to one another, thus sharing at least one wall of the unit. This housing type does not exclude a
second and third storey. Ground access, a private garden and on-site parking is possible with the housing typology.
These housing types can either be

Custer houses are usually located on stands of smaller size than those used for detached housing. These smaller stand
sizes are often achieved through the use of shared walls. Stand sizes typically range from 300-500m² and yield a gross
density of approximately 10-20u/ha. The smaller stand sizes translate to substantial infrastructure cost savings, making
cluster housing more cost-effective than detached housing units. Shared walls also reduce the construction costs of the
buildings, compared to detached housing units.

The smaller stands and higher densities achieved by this housing typology, compared to that of detached housing units,
make it more suitable as a public transport related development. Although it does not create the desired densities that
would significantly boost public transport patronage, it is a better option than detached units. In a sense, this housing
typology creates a balance between creating detached or semi-detached housing units and achieving higher densities
that are more transport related. This housing typology is preferably located along public transport routes, but not is next
to public transportation termini, which would require higher-density housing options.

118
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

c. Semi-Detached Housing

Semi-detached housing is a suitable affordable housing option and involves 2 housing units attached to one another,
thus sharing at least one wall of the unit. This housing type does not exclude a second storey. Ground access, a private
garden and on-site parking is possible with the housing typology.

Semi-detached houses are usually located on individually registered stands of smaller size than those used for single
detached housing. These smaller stand sizes are achieved through the use of shared walls. Stand sizes are typically 120m²
and yield a gross density of approximately 40u/ha. The smaller stand sizes translate to substantial infrastructure cost
savings, making semi-detached housing more cost-effective than detached housing units. Shared walls also reduce the
construction costs of the buildings, compared to detached housing units.

The smaller stands and higher densities achieved by this housing typology, compared to that of single detached housing
units, make it more suitable as a public transport related development. Although it does not create the desired densities
that would significantly boost public transport patronage, it is a better option than detached units. In a sense, this
housing typology creates a balance between creating affordable housing units (within the subsidy range) and achieving
higher densities that are more transport related.

d. Row Housing

Row housing is largely an affordable housing option and comprises more than 2 housing units linked to one another, as
opposed to semi-detached housing with involves linking only 2 housing units to one another. The housing units that can
be attached are not limited to a specific number, but 4 attached units create a well-scaled building. Usually, row
housing comprises 2-storey units and this, combined with shared walls, reduces the construction costs of these units. This
configuration allows small stand sizes in the order of 70m2 and this makes substantial infrastructure cost savings is possible.
Row houses have ground access and each unit has a private garden. On-site parking is possible.

Row housing can either be full title (individually registered stands) or sectional/ communal title. The small stand sizes of
row housing yield a gross density of approximately 60u/ha. This density is basically the entry-level density to ensure the
optimal operation of public transportation systems. By developing such housing types within walking distance of public
transport termini, would better serve public transport than lower density housing and better ensure the viability of these
public transport systems, specifically commuter rail.

119
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

e. Walk-ups

Walk-ups provide a low-rise, higher-density housing option and are suitable as an affordable housing option. It is only at
this level of density that it really becomes beneficial for public transportation and the cost-effective operation of public
transport. With gross densities of approximately 80u/ha, this housing typology places enough commuters within walking
distance of public transportation stations to ensure the viable operation of a public transportation system. Also, residents
living in walk-up apartments are usually of a household income bracket that uses public transport as their means of
transport, which implies a mutually beneficial relationship between walk-up housing and public transport.

This housing type involves individual housing units stacked on top of each other up to 3 storeys high and is located on a
single stand. Consequently, full title ownership is not possible. Such units are either sold off as sectional title units or
applied as rental units. What distinguishes walk-up from flats is the fact that walk-up units are accessed via a staircase.
The gardens surrounding the building are in communal ownership and use. On-site parking is possible in the form of a
parking lot and garages.

This housing typology does is cheaper to built than flats, because it does not require costly lifts or and costly construction
methods to construct high buildings. In addition, the higher densities obtained through walk-ups compared to detached
and semi-detached housing units, makes substantial savings in infrastructure costs possible. This cost saving not only
applies to municipal infrastructure (water, sanitation and electricity), but also to the provision of roads. Despite this cost-
saving, walk-up units cost substantially more than conventional affordable housing typologies and are therefore not
possible to provide within the government housing subsidy limit. Provisions are higher-density housing options within the
Restructuring Grant of the Housing Subsidy.

f. Flats

Flats are the highest density housing typology and are most suited as rental housing. As with walk-ups, this housing
typology comprises housing units stacked on top of each other. The difference between flats and walk-ups is the height
of the buildings, with flats exceeding 3-storeys and walk-ups not. Consequently, flats have to be served by a lift, whereas
walk-up only need be served by a staircase. The configuration of a block of flats excludes full title ownership as a tenure
option, leaving sectional title and rental as the only tenure options. The gardens of the building are communal and on-
site parking is provided using parking lots and garages.

120
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

An advantage of flats is the infrastructure cost savings that is made possible by its high occupation densities. These cost
savings are partly negated by the costs involved in the construction of this more structurally complicated building, as was
discussed under ‘walk-ups’ above.

The primary advantage of flats relates to the use and operation of public transportation systems. Because flats place
high numbers of people within close proximity of public transportation stations, it can significant increase the number of
commuters living within walking distance of a public transport system, thus boosting patronage of the transportation
system. Taking into account that the household that use public transportation are also the household that typically
occupy flats, creates an efficient relationship between this housing typology and public transport.

5.4.2. HIGHER-DENSITY HOUSING DEVELOPMENT

One of the critical factors in developing our cities into sustainable urban environments is the development of new residential
areas at higher densities than in the past. In this regards, the higher densities are important for several reasons:

• Higher densities lead to a significant saving in land cost per unit, as less land is needed and land is used more efficiently.
• One of the main arguments for encouraging higher densities is the efficient provision of infrastructure. Low density means
long infrastructure runs and therefore higher cost per consumer both for installation and for operation.
• Efficient public transport requires medium to high densities to be able to provide frequent and efficient services. Low
densities with long walking distances for the poor cannot support good public transport.
• Community facilities, such as schools and health clinics, are difficult to reach for many people at low densities.
• Density is significant for the economic performance of a city. High population density means a high level of access to
employment opportunities and to markets.

5.4.2.1. UNDERSTANDING DENSITY

Density is a controversial topic and is often misunderstood, as it is linked to misplaced values. Perception of density is also linked
to cultural background. There are some misconceptions on densities that influence the perception of what appropriate
densities are because there is a vast difference between perceived and measured densities. The misconceptions regarding
densities are:

121
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

• Firstly, it is often taken that low densities create high quality environments and high densities create low quality
environments. However, high quality environments can be created at both low and high densities and depend more on
design considerations than density. Instead, poor living conditions are more a cause of other factors, such as bad
architectural design, a lack of infrastructure and public services, scarcity of open space, poor environmental conditions
and poverty.
• Secondly, there is a misconception that only one housing type can be created at a certain density. In fact, a wide
variety of housing types can be provided at most densities, except at the lowest end of the scale. For example, similar
densities can be achieved by four storey buildings as can be achieved by high rise tower blocks. Thus, a high-density
environment does not necessarily mean a high rise environment.
• Thirdly, the misconception exists that high densities are appropriate for low-income groups and low densities are only
appropriate for high-income groups, because of the cost implications. This is not true, since all densities can be suitable
for all income groups.

5.4.2.2. DENSITIES APPLIED

Given the facts that gross densities in South Africa are generally seen as low and unsustainable on the one hand and that South
Africans are not accustomed to living at high densities on the other hand, a range of gross densities between 20 to 100 dwelling
units per hectare are seen as suitable for South African circumstances: Low density can be seen as 20-40 units per hectare,
medium density as between 40 and 80 units per hectare, and high density as between 80-100 units per hectare. In addition,
applying appropriate densities depend on a variety of factors:

• Land availability and costs: If land is scarce and expensive, it would necessitate higher densities. This is typically at points
of high accessibility and visibility.
• Location and transport: Localities with high levels of access, specifically access to public transport, should
accommodate higher densities to reinforce the use of public transport.
• Social context and household size: Lifestyles and household size can have a marked impact on acceptable densities.
• Environmental considerations: Environmentally sensitive land should be evaluated to determine its carrying capacity and
might necessitate lower gross densities and higher net densities.
• Cultural acceptance: Although there may be a preference for low densities and detached housing, a variety of housing
types should be explored.

122
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Choosing an appropriate density usually also involves decisions that require a compromise in one form or another. For example,
higher densities will either involve having smaller than average stand sizes (250m2) and having full title or going multi-storey
which will involve accepting sectional title or rental as an alternative to full title ownership. In short, density should be the result
of a process of design through which the planner must deal dynamically with standards, stand and dwelling sizes, housing
typology and spatial planning principles.

It is imperative that at least part of the future residential need within the Central Sub-Region be addressed using higher density
housing typologies. Not only this, these higher density housing developments need to be linked to existing or planned public
transportation infrastructure and promote urban infill and consolidation. In addition, higher-density housing concepts must
promote the creation of sustainable communities by incorporating the development of the necessary community facilities and
open space to support these higher-density housing developments. This is an integrated approach to development; whereby
community facilities and transportation are develop as part and parcel of housing development.

5.4.3. AFFORDABLE HOUSING DEVELOPMENT

5.4.3.1. DEVELOPMENT APPROACH

In the past, the Provincial Department of Housing considered that the best way to address the housing backlog was to adopt a
strategy that was based on chasing numbers: a mass housing approach. Through this approach, houses were built where land
could be acquired cheaply and this usually perpetuated urban sprawl, undermining economic, environmental and community
sustainability. In recent years, realities in the provision of housing have brought about a shift in the housing strategy. Now the
challenge is to go beyond the simple provision of houses and build communities and create conditions that promote
sustainability. In terms of planning (as depicted by the Diagram below), this new approach is expressed as follows:

a. New town development

Although new town development involves a mass housing approach, the way it is structure today significantly differs
from how is was structures a decade ago. Today the emphasis is on providing a mix of housing typologies and tenure

123
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

types. Also, achieving transportation integration and linking these housing developments with employment, shopping
and community nodes is considered a priority.

In-Situ Informal
Upgrading Settlements

Pre-1994
Urban Townships
Renewal
Economic
Core
Inclusionary
Housing

Primary
Transportation Nodes
Integration Residential
Suburbs

Housing
Typology Mix

DIAGRAM 29: AFFORDABLE HOUSING DEVELOPMENT APPROACH

124
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

b. Nodal (TOD) development

Nodal development involves the use of housing (in this case affordable housing) to breathe new life into decaying inner
cities and suburban CBDs. Affordable housing can also be included in the mix of new mixed-use nodes in the form of
inclusionary housing, ensuring that the pitfalls of the older CBDs (which as associated with a lack of a residential
component) are avoided. At the same time, it places affordable housing in close proximity to employment opportunities
and social amenities, which are found within these mixed-use nodes.

c. Township upgrading

With the launching of the Top 20 Priority Township Programme by the Gauteng Department of Housing, recognition was
given to upgrade the existing, older townships within Gauteng. This included the upgrading of road and municipal
infrastructure within these townships, the use of vacant land within the townships for housing and other purposes, and the
in-situ upgrading on informal settlements associated with the townships.

TABLE 20: HOUSING DEVELOPMENT APPROACH

Development Tenure Typologies Typical Possible Development Areas
Examples
New town Bonded housing Detached Dainfern Dainfern north
housing Fourways
Cluster housing Blue Hills
Kyalami
Sunninghill
New town Subsidized and Detached Cosmo City Olievenhoutbosch south
bonded housing Diepsloot East
housing mix Semi-detached Diepsloot South
Row housing Cosmo City northeast
Walk-ups
Nodal Subsidized and Walk-ups Melrose Proposed metropolitan, regional and district mixed-use
bonded Flats Arch nodes
housing mix
Source: Maluleke Luthuli and Associates, 2008

125
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

The important point is that no single approach (as set out above) would full address the affordable housing backlog within
Gauteng. All three the planning approaches are necessary. For example, the new town approach is necessary because it is the
only approach that can address the huge housing backlog within Gauteng, which requires thousands of hectares of land. So
too, it is necessary to create more sustainable inner cities and suburban nodes, by adding a residential component to these
nodes. Affordable housing in the form of inclusionary housing can play an important role in achieving this. This approach can
be applied within the Central Sub-Region in terms of housing typology mix and geographical distribution, as set out in the Table
below.

5.4.3.2. INCLUSIONARY HOUSING

Traditionally, affordable housing was seen as a government responsibility and not an area that is suitable for the private sector.
The Breaking New Ground policy of the Gauteng Department of Housing floats the idea of requiring private-sector housing
developers to invest a percentage in their housing projects at the lower end of the housing market. This housing market typically
lies between the housing subsidy market and the bonded housing market, a housing provision band that is currently not
covered by either the government or private sector housing initiatives. This approach is known as ‘inclusionary housing’.

Internationally (e.g. United Kingdom and the United States of America), a number of municipalities are adopting an inclusionary
housing policy with the intent of increasing the supply of affordable housing within their areas of jurisdiction. These municipalities
recognize that, in some residential markets, affordable housing would not be produced without government intervention. These
inclusionary housing policies aim to:

• Implement the affordable housing goals and objectives contained in the local government’s housing plan
• Ensure that critical governmental service workers (e.g., teachers, firefighters, and police officers) can afford to live in
communities where they work
• Provide affordable housing for employees that work within up-market areas
• Maintain a balanced community that provides housing for people of all income levels

Currently, ideas on inclusionary housing in South Africa basically involve a mandatory approach, whereby developers are
forced to provide affordable housing as part of their up-market housing developments. This approach is contentious for obvious
reasons, although larger developers are increasingly committing themselves to the provision of affordable housing in order to
obtain approval of their township establishment applications.

126
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Whereas the provision of inclusionary housing in South Africa will most probably be mandatory, the provision of inclusionary
housing abroad is mostly incentive based. The incentive based approach encourages the development of inclusionary housing
in up-market developments by providing a range of incentives in exchange. These incentives include tax reduction, density
bonuses and direct subsidies to entice private sector involvement in affordable housing development. Densities bonuses are
one of the more common incentives used, especially in the United States of America. The densities bonus programme allows
private developers to be allocated additional floor area above the permitted zoning if they provide affordable housing (either
for sale or rental accommodation) as part of their development. Logic maintains that the additional cash flow from the bonus
floor area offsets the reduced revenue from the affordable housing units.

5.4.3.3. LOCATION CRITERIA AND PROPOSED DEVELOPMENTS

It should be evident from the above that the challenge is to go beyond the simple provision of houses and build communities
and create conditions that promote sustainability. Central to sustainability is the issue of location, which involves building houses
on well-located land that is close to job opportunities and the necessary social amenities. Consequently, housing projects must
adhere to very specific location criteria. This will often necessitate housing developments to be located on well-located and
expensive land, rather than on cheap land on the outskirts of cities. The following basic criteria for the location of affordable
housing projects should be adhered to:

a. Availability of Bulk Services

Affordable housing projects are reliant on access to bulk municipal services. These include water, sewer and electricity
bulk infrastructure, of which access to sewer infrastructure is the most important. As a rule, bulk municipal services are
available in or next to existing urban areas. This favours infill development as the primary option for affordable housing
development and opposes urban sprawl as a form of urban development.

b. Ownership of Land

The ownership of land determines the timeframe and cost of affordable housing projects. Land already in ownership of
the municipality avoids the tedious and expensive purchase and transfer of private owned land for affordable housing

127
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

development. However, to create sustainable communities, land ownership should be viewed in context of the other
criteria set out in this section.

c. Access to Social Amenities and Economic Opportunities

Affordable housing projects should be located in a manner that will ensure that these settlements will have reasonable
access to social amenities and economic opportunities. This will imply that affordable housing projects should be located
close to existing or planned community and economic nodes.

d. Access to Public Transportation

Households that live in affordable housing units are typically dependant on public transport and walking as their mode of
transport. It is therefore imperative that affordable housing projects are located next to existing and planned public
transport routes (rail, bus and taxi). This is necessary to obtain access to the social amenities and economic opportunities,
as was mentioned in the previous paragraph.

e. Integration of Urban Structure

When locating new housing developments, the chosen areas should always be measured against the extent in which
they contribute to the establishment of integrated, economically viable and sustainable communities. Practically, this
involves promoting infill development, instead of allowing urban sprawl to continue unabated.

f. Land parcel sizes

The size of a land parcel affects the cost of the land. For example, small holdings are more expensive per hectare than
farmland. Consequently, affordable housing can be developed more cost-effectively on larger land parcels than on
smaller land parcels.

The only planned affordable housing development located within the Central Sub-Region is Diepsloot East, located on the
northern boundary of the Central Sub-Region. As illustrated on Figure 18, this township will essentially involve the eastward
expansion of Diepsloot. Two aspects, as defined in the Diagram above, needs to form the basis of the design and the
development of the Diepsloot East. The first involves creating a housing typology mix that will cater for a wide range of
households and income groups. The second aspect involves linking the Diepsloot East development to transportation and

128
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

specifically the proposed BRT route along William Nicol Drive (K46). This implies creating higher-density housing along the BRT
route and mixed use development at the proposed BRT stations serving Diepsloot East.

Affordable housing can also be developed as inclusionary housing within the Central Sub-Region. Inclusionary housing can
effectively be implemented within the mixed-use nodes proposed for the Central Sub-Region, such as the regional mixed-use
node proposed north of Dainfern. This will allow affordable housing to become part of the land use mix of such node, thus
allowing residents of these housing units to live in close proximity of their places of employment.

129
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

SECTION 6: LAND USE MANAGEMENT

6.1. LAND USE MANAGEMENT CYCLE

The framework proposals dealt with in the previous section of this report provide the platform for the development of Land Use
Management System. The Land Use Management System should therefore be informed by the framework proposals and should
aim to manage the implementation of the framework proposals.

Development Investment
Management Value

Services
Provision

DIAGRAM 30: LAND USE MANAGEMENT CYCLE

130
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

The preparation of a Land Use Management System requires an understanding of the Land Use Management Cycle. The Land
Use Management Cycle can be described as an interactive relationship between three major components, namely
Development Management, Investment Value and Services Provision (see Diagram above). The interactive relationships
between these components can be described as follows:

a. Development Management

Development Management aims to manage land use development within an area in order to maximize the
development potential of an area. The Spatial Development Framework and Town Planning Scheme is one of the
primary tools of Development Management.

b. Investment Value

Investment will only take place and be sustainable when the system regulating development is clear and has a set of
rules whereby investors can invest in an area. Development Management provides such a set of rules for investment.

c. Services Provision

Investment in an area will provide the funds necessary for developing municipal services and providing social amenities
in the area. In turn, municipal services and social amenities will determine the development potential of an area.

6.2. LAND USE MANAGEMENT ZONES

Land use zones have been identified to operationalise the development proposals of this report. Each of these zones aims to
achieve specific objectives, as is set out in the Table below.

Zone 1: Medium-density residential zone

Zone 1 aims to encourage residential densities along public transportation spines that support the viable operation of the
public transport system. Consequently these zones are demarcated along the proposed BRT routes. Land uses to be
supported and accommodated within Zone 1 include medium density residential development, including alternative

131
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

forms of residential accommodation, such as boarding houses, guest houses and hotels. A minimum residential density of
30 units per hectare is encouraged in this zone to ensure that the residential densities developed are sufficient to support
the operation of public transportation. Educational facilities, as well as home enterprises, are also to be supported within
Zone 1.

TABLE 21: AIM AND OBJECTIVES OF LAND USE ZONES

Land Use Management Zone Aim and Objective
Zone 1: Medium-density residential zone Encourage public transport supporting residential densities
Zone 2: Low-density residential zone Encourage and protect typical residential areas
Zone 3A: Rural residential zone Protect typical rural residential areas
Zone 4-6A: Mixed-use nodal core Encourage public transport integration, the development of inclusionary housing and the
concentration of business activity
Zone 4-6B: Mixed-use nodal periphery Encourage public transport integration, the provision of social amenities, the development
of inclusionary housing and the concentration of business activity
Zone 7: Commercial and light industrial zone Provide for non-polluting commercial and light industrial activities
Zone 8: Airport expansion zone Provide for non-polluting commercial and light industrial activities within future airport
expansion area
Zone 9: Institutional zone Provide for the concentration of institutional uses associated with Metropolitan, Provincial
and National government functions
Zone 10: Conservation Area Protect ecological-sensitive environments and buffer zones
Source: Maluleke Luthuli and Associates, 2008

Zone 2: Low-density residential zone

The aim of Zone 2 is to maintain and enhance the residential character of typical residential neighbourhoods. This
involves the management of land use development within these residential areas and curbing the proliferation of
informal, noxious and disturbing uses, such as taverns and informal panel beaters. The residential neighbourhoods that
fall within Zone 2 are not located close to (or within comfortable walking distance of) public transportation routes and
therefore do not require the residential densities that area required by Zone 1 neighbourhoods. A minimum residential
density of 10 units per hectare is supported by Zone 2. However, medium-density housing types, such as cluster housing,

132
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

are also encouraged within Zone 2. Support facilities to be developed within this zone include schools, religious facilities
and active open space.

Zone 3: Rural residential zone

A rural residential zone (Zone 3) is similar to a low-density residential zone (Zone 2) in the sense that it intends protecting a
largely residential environment. However, the Zone 3 residential environment is very low density, not allowing residential
densities exceeding 1 unit per hectare. Maintaining and enhancing the rural character of these areas are the primary
focus. To this end, only rural residential support uses are to be encouraged within Zone 3. Support facilities to be
developed within this zone include, schools, religious facilities, and social facilities, such as libraries, police stations and
post offices. Non-disturbing home enterprises associated with rural living, such as farm stalls, are to be supported within
Zone 3. Subsistence and commercial farming is to be accommodated, as this is linked to rural residential living activities.
Industries related to animals and plants, such as veterinaries and nurseries, are allowed within Zone 2.

Zone 4-6A: Mixed-use nodal core

Mixed-use nodal core are Transit Orientated Developments or TODs and are zones center on the proposed BRT stations.
Consequently, these zones aim to provide the necessary land use densities and optimal land use mix to support the use
of the BRT system. Business development will be the key focus of a Zone 4-6A and can include large ground-level
shopping centres and multi-storey office buildings. Entertainment uses can also form an integral part of the land use mix
of Zone 4-6A. Another land uses to be encouraged within this Zone 4-6A is high-density residential uses, which must
include an inclusionary housing component.

Zone 4-6B: Mixed-use nodal periphery

Zone 4-6B makes up the peripheral regions of a mixed-use node. These peripheral areas are still within walking distance
of the proposed BRT station and therefore contribute to supporting this public transportation system. As such, this zone an
intense mix of higher-density land uses, but of a lower order than those found in the mixed-use nodal core (Zone 4-6A). In
particular, Zone 4-6B can contain land uses support the land use mix within the core area, but which are not of a high-
enough density to be provided in the core area. For example the schools and recreation areas needed to support the
high-density residential uses in the core area can be provided within this peripheral zone. Businesses associated with the
motor trade, i.e. filling stations, showrooms, outlets and services centres, are also to be accommodated within Zone 4-6B.
Institutional uses (Government and Municipal), are also to be encouraged within this zone.

133
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Zone 7: Commercial and light industrial zone

The primary aim of Zone 7 is to provide space for commercial and light industrial activities. In particular, commercial
developments, for example distribution centres, storage, wholesale and warehousing, linked to airport operations should
be encouraged within this zone. Stringent development controls must be implemented within this zone to ensure an
acceptable interface between this zone and the airport. For the same reason, heavy noxious industries are excluded
from this zone. Other land uses to be encouraged within Zone 7 include motor trade uses, office development and retail
development. Formal office developments are also to be encouraged. In addition, institutional uses, such as
Government and Municipal depots, are to be encouraged. To allow for the environmental protection of rivers and
environmentally sensitive areas, passive open space is accommodated within this zone.

Zone 8: Airport expansion zone

The primary aim of Zone 8 is to allow for the expansion of commercial industries associated with an airport, without
impeding on the future long-term expansion potential of the airport. To this end, it must be a requirement for every
township establishment, rezoning or consent-use application to provide a written consent from the airport administration
that the proposed township establishment, rezoning or consent-use application does not and will not impact on the
long-term expansion potential of the airport. A distinction has to be made between the ‘future development plans’ of
an airport and the ‘long-term expansion potential’ of an airport. The later implies that an airport may need an area for
expansion in future, but have not considered these in the future expansion plans as yet. In addition, Zone 8 can
accommodate light industries, motor trade uses, office development, retail development and institutional uses.

Zone 9: Institutional Zone

The aim of Zone 9 is to provide for the concentration of institutional uses associated with Metropolitan, Provincial and
National government functions. On the one hand these can include uses that provide services to local communities,
such as community facilities (e.g. schools, clinics and libraries). On the other hand, these can include uses associated
within the technical operations of Metropolitan, Provincial and National government, such as bus depots, prisons or
telecommunications workshops.

134
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 22: LAND USE MANAGEMENT ZONES

135
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

TABLE 22: LAND USE MANAGEMENT SCHEDULE

Broad Land Land Use Zone 1 Zone 2 Zone 3 Zone 4A Zone 4B Zone 5A Zone 5B Zone Zone 6B Zone 7 Zone 8 Zone 9 Zone 10
Use Category 6A
Category
Medium- Low- Rural Metropolitan Metropolitan Regional Regional District District Commercial Airport Institutional Conservation
density density residential mixed-use mixed-use mixed- mixed- mixed- mixed- and light expansion zone zone
residential residential zone nodal core nodal use use use use industrial zone
zone zone periphery nodal nodal nodal nodal zone
core periphery core periphery
Residential Very low-density

Low-density

Medium-density

High-density

Accommodation

Community Educational

Medical

Religious

Social

Business Retail

Office

Entertainment

Motor trade

Micro enterprise

Institutional Municipal

Government

Industrial Light

Commercial
Open space Active

Passive

Agriculture Agriculture

Minimum FAR n/a n/a n/a 2.4 0.8 1.8 1.2 0.8 n/a n/a n/a n/a n/a
Maximum FAR n/a n/a n/a 4.8 2.4 3.6 2.4 1.6 1.2 0.8 0.8 0.8 n/a
Maximum Coverage n/a n/a n/a 60% 40% 60% 60% 40% 40% 40% 40% 40% n/a
Maximum Height 4 storeys 3 storeys 2 storeys 8 storeys 6 storeys 6 storeys 4 storeys 4 3 storeys 2 storeys 2 storeys 2 storeys n/a
storeys
Minimum Residential Density 30 u/ha 10 u/ha n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a
Maximum Residential Density 160 u/ha 30 u/ha 2 u/ha n/a n/a n/a n/a n/a n/a n/a n/a n/a 1 u/ha

Source: Maluleke Luthuli and Associates, 2008 Subject to developers providing own bulk services
Subject to not impeding the future long-term expansion of Lanseria Airport
Subject to relevant policy document
Development on Portion 119 of the farm Diepsloot (located in Zone 6A) is required to allocate 70% of its floor area for residential use

136
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Zone 10: Conservation Area

Zone 10 largely sets aside areas for the conservation of natural resources or to provide a hazard avoidance function.
With regard to the latter, conservation area protect communities against potential pollution dangers, as potentially
caused by land fill sites, waste treatment plants and other similar facilities. In selected cases, it is possible to use these
conservation areas for very-low density residential development or for agricultural purposes. However, such uses should
only be allowed after careful consideration of all potential negative impacts.

The abovementioned Land Use Management Zones are demarcated on Figure 22 and the proposed land uses linked to these
zones are set out in the Table above. The land use zones proposed aim to provide municipal planners with a tool to help assess
development applications, such township establishment, rezoning or consent use applications. As far as possible, these land use
zones have given consideration to existing zoning and land use patterns. These land use zones do not affect existing land use
rights granted to properties, even if the existing rights have not been exercised or do not correspond with the land uses
proposed for the relevant land use zone.

It is important to note that the land use zones presented above do not overwrite the relevant Town Planning Scheme, but only
intended to supplement it. As such, it does not attempt to address all the issues that are contained within a Town Planning
Scheme, but rather addresses only those issues that are operational to the implementation of the Development Framework
proposals. The land use zones proposed within this report can be used as a guide to review the Town Planning Scheme in future.

The Table presented above only provides land use categories to illustrate which basic land use types are to be allowed within
each respective land use zone. Definitions of the land uses that fall within each of these land use categories are presented in
Annexure B.

Zone 1 and 3 allow for micro enterprises. Micro enterprises are defined as a business or enterprise attached to and
supplementing a residential component. The residential component remains the primary land use associated with the property.
This definition does not cater for the development of neighbourhood shopping centres. Such centres are better suited for the
proposed mixed-use nodes, in particular the District Mixed-Use Nodes. District Mixed-Use Nodes have a 2km service radius,
making such centres within easy reach for day-to-day shopping purposes.

137
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

TABLE 23: MICRO ENTERPRISE FLOOR AREA ALLOCATION

Land Use Management Zone Zone 1: Medium-Density Residential Zone Zone 3: Rural Residential Zone
Number of building storeys 1 storey 2 storeys 3 storeys 4 storeys n/a
Maximum % of building floor area to be 5% 7.5% 10% 15% 20%
allocated to micro enterprises
Ceiling building floor area to be Up to a maximum floor area of 500m2 per property
allocated to micro enterprises
Source: Maluleke Luthuli and Associates, 2008

The Table above provides guidelines for the approval of micro enterprises as part of the township establishment or rezoning
application process. The provision of building floor area for micro enterprises is linked to the residential component of the
building; requiring the residential floor area to remain the dominant land use associated with the building. The floor area
provided for micro enterprises may not exceed 500m2 per property. Practically, this translates to the following examples:

• A single storey 120m2 house comprising a 6m2 hairdresser

• A 2-storey 300m2 house comprising a 22.5m2 home office
• A 4-storey 1500m2 walk-up comprising a 300m2 café
• A single storey 400m2 rural residential property comprising a 80m2 vetenary clinic

6.3. DEVELOPMENT DENSITY

A critical element in developing more sustainable cities is applying higher urban densities than in the past. This has been
necessitated by the inefficiency and high costs of existing spatial patterns, especially with regard to providing public transport.
Low urban densities result in long walking distances and therefore cannot support public transport effectively. Of particular
importance is the integration of higher-density housing development and public transportation. Public transportation is and
must be central to higher-density housing development, simply because households that typically live at higher residential
densities are generally more reliant upon public transport to access employment opportunities.

138
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Based on the above as a point of departure, land use development densities are proposed for each of the Land Use
Management zones dealt with in the Table above. These densities specifically aim to increase densities within mixed-use nodes,
which are centred on proposed public transportation systems. The proposed densities are expressed in terms of height,
coverage and Floor Area Ratio (FAR) for the mixed-use areas and units per hectare (u/ha) for residential areas.

6.3.1. DENSITY MEASURES

The zoning terminology used in this report needs to be clearly defined in order to clarify what is meant by the zoning
terminology used within this report. The following zoning terminology is defined as follows:

a. Building Height

The height of a building can either be measured as the height of the roof of the building or as the number of storeys of
the building. In this document, the number of storeys is used as the measurement of building height. A storey is that part
of a building between the surface of one floor and the ceiling immediately above. Basement parking is not considered a
storey.
b. Coverage

Coverage means the area of a property which may be covered by a building, as seen vertically from the air, excluding
roof overhangs. It is expressed as a percentage of the area of the property.
c. Residential Density

Density refers to the intensity of development within a zoning district. In residential areas, density is generally measured by
the maximum number of dwelling units permitted per hectare of land (e.g. 20 units/ha). Residential density can be
expressed as nett or gross density. Nett residential density (see Diagram below) refers to the density on a specific site,
excluding public roads, social facilities and public open space, thus including only the area allocated for residential use.
Gross residential density refers to the density of a specific site including the land occupied by infrastructure, social and
economic facilities, such as schools, shops, open space and roads.

139
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

SCHOOL SCHOOL

PARK PARK

Nett density Gross density

DIAGRAM 31: DENSITY MEASURES

d. Floor Area

The floor area of a building is the sum of the area of each floor of the building, excluding fire escapes, parking space,
access passages, lift housing, and balconies.

e. Floor Area Ratio (FAR)

DIAGRAM 32: CALCULATION OF FAR

140
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

FAR is a density measure that is applied to mixed-use buildings that contain both residential and other uses. The floor
area ratio (FAR) is the ratio of total building floor area to the area of the property. FAR is calculated by dividing the floor
area of the building by the total area of the property (see Diagram below).

f. Parking Requirement

Parking requirement is the number of parking bays required for each use or facility provided within a development.
Parking requirement is usually expressed as the number of parking bays to be provided per building floor area (m2)
covered by the use or facility. Parking to floor area ratios are calculated based on the amount of traffic generated by
specific uses or facilities.

6.3.2. DENSITY BONUSES

6.3.2.1. DENSITY INCENTIVES

Fixed Density Density Incentive

VS
Approach Approach

DIAGRAM 33: DENSITY CONTROL ALTERNATIVES

Land use densities allowed within a given area can either be fixed or it can be incentive-based. A fixed density approach
involves a maximum land use density for a given area and enforcing that density through rezoning and township establishment

141
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

applications. The incentive approach involves a standard maximum land use density for a given area, but allows additional
densities for properties that ‘earn’ these additional densities by complying with certain conditions, as set out by the density
incentive programme. The incentive-based approach is also enforced through rezoning and township establishment
applications.

The incentive approach is not an approach to be applied to all areas within a city, but rather a tool to be applied to very
specific areas within a city where very specific municipal goals and objectives are to be obtained using the incentive
programme. The incentive approach is most effective in areas where development pressures are high, as it needs to entice
developers to use the density incentives.

6.3.2.2. DENSITY BONUS PROGRAMME

The Density Bonus Programme is a density incentive that can be structured to achieve very specific land use objectives along
public transport routes, such as Bus Rapid Transit (BRT) routes. Basically, the goal is to promote the development of a land use
structure along a public transport route that will ensure the optimal functioning of a public transportation system. This includes:

• Increasing densities close to public transport stations

• Creating a land use mix and discouraging the development of single-uses building, such office blocks
• Maximizing pedestrian accessibility to public transport stations

The Land Use Management Schedule provides the maximum FAR, coverage and height proposed for the various Land Use
Management Zones demarcated on Figure 22. These are the maximum densities that should be granted by the Municipality
without a Density Bonus. Compliance with the Density Bonus Programme can earn developers additional density (FAR) within
certain Land Use Management Zones, over and above that which is proposed in the Land Use Management Schedule.

The Table below is designed as a user-friendly reference for the calculation of Density Bonuses. Density Bonuses are calculated
for a number of Land Use Management Zones, as demarcated on Figure 22. The Density Bonuses earned for a property must be
added together, not exceeding the maximum allowable FAR under the Density Bonus Programme (as set out in the Table
below). The Density Bonus Program also provides an additional parking reduction incentive. The parking reductions are
automatically earned when earning density bonuses, thus not requiring specific conditions to be met to earn such parking
reductions.

142
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

TABLE 24: DENSITY BONUS PROGRAMME

Category Definition Metropolitan Mixed-Use Node Regional Mixed-Use Node District Mixed-Use Node
Zone 4A Zone 4B Zone 5A Zone 5B Zone 6A Zone 6B
Metropolitan Metropolitan Regional Regional District mixed- District mixed-
mixed-use mixed-use mixed-use mixed-use use nodal use nodal
nodal core node nodal core node core periphery
periphery periphery
Middle income Dwelling units with a unit floor area not 15% added to floor area if 10% of floor area is dedicated to medium-income units, with a 1.5% floor area
dwelling units exceeding 80m2. increase for every percentage increase in floor area dedicated to medium-income dwelling units above
10% and;
Low income Dwelling units with a unit floor area not 20% added to floor area if 10% of floor area is dedicated to low income units, with a 2.0% floor area
dwelling units exceeding 60m2. increase for every percentage increase in floor area dedicated to low-income dwelling units above 10%
and;
Very-low Dwelling units qualifying for and accessing 25% added to floor area if 10% of floor area is dedicated to very low income units, with a 2.5% floor area
income dwelling the Housing Subsidy and Restructuring Grant increase for every percentage increase in floor area dedicated to very low-income dwelling units above
units within a Restructuring Zone. Zones 1A, 1B, 2A 10% and;
and 2B are considered Restructuring Zones.
Community Including a crèche, primary school, 10% added to floor area if 5% of floor area is dedicated to social facilities, with a 2% density increase for
facilities secondary school, tertiary education every percentage increase in floor area dedicated to social facilities above 5% and;
institution, clinic, day-hospital, hospital,
community hall, library, post office, police
station or emergency service centre all
open to the general public for a minimum
period of 15 years.
Pedestrian Including a pedestrian thoroughfare on the 0.5m2 added 0.5m2 added 0.5m2 added 0.5m2 added 0.5m2 added 0.5m2 added
facilities property, pedestrian mall on the property, to floor area to floor area to floor area to floor area to floor area to floor area
town square on the property or a minimum for every 1m2 for every 2m2 for every 1m2 for every 2m2 for every 2m2 for every 3m2
2m street-front sidewalk on the property all dedicated to dedicated to dedicated to dedicated to dedicated to dedicated to
accessible to the general public for the life- pedestrian pedestrian pedestrian pedestrian pedestrian pedestrian
span of the density bonus facilities and; facilities and; facilities and; facilities and; facilities and; facilities and;
Vehicle access Use of a non-public transport route vehicle 10% added to building floor area for a non-public transport route vehicle entrance or a shared vehicle
entrance, shared vehicle access, service access or a service road access and 2m2 added to floor area for every 1m2 dedicated to a park and ride
road access or park and ride facility for the facility to a;
life-span of the density bonus
Maximum FAR of: 7.2 3.6 5.4 3.6 2.4 1.6
Maximum Coverage of: 60% 40% 60% 60% 40% 40%
Maximum Height of: 12 storeys 9 storeys 9 storeys 6 storeys 6 storeys 4 storeys
Parking reduction 1% parking reduction for every 0.1 FAR earned using density bonus
Maximum parking reduction: 8% 4% 12% 4% 4% 3%
Source: Maluleke Luthuli and Associates, 2008

143
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

6.3.2.3. ADMINISTRATIVE PROCESS

The Density Bonuses Programme needs to be administered through rezoning and township establishment applications (see
Diagram below). Of critical importance is the Site Development Plan. On the one hand, the Site Development Plan will enable
the calculation of the Density Bonuses to be awarded. On the other hand, the Site Development Plan needs to be reviewed to
ensure that the granting of the density bonus does not have an adverse effect on adjacent properties and that the municipal
services network has the capacity to serve these higher densities.

Rezoning /
Township
Establishment
Application

Does not comply with Complies with DBP

DBP Conditions Conditions

Complies with Calculate Density

Standard LUMS Bonus

Title Deed Restriction

Draft DB and/ or
Agreement Legal Contract

Refuse Additional Density Bonus

Enforce DB and/ or
Agreement Fine Developer

DIAGRAM 34: DENSITY BONUS APPLICATION PROGESS

144
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Once a density bonus has been granted, the Municipality will have to ensure that the developer complies with the conditions
of the Density Bonus Programme. This can involve complying with a once-off condition, such as constructing a number of
dwelling units. It can also involve complying with conditions on an ongoing basis, such as making building space available for a
public facility as part of the Density Bonus agreement, which remains in affect for the life-span of the density bonus.

The conditions for earning a Density Bonus are best included in the Title Deed of a property (suitable for a once-off agreement)
and/or included in a legal contract between the Municipality and the property developer/ owner (suitable for an ongoing
agreement). The terms and conditions of the agreement must run with the land/ property to be developed. In other words, the
agreement must be binding on any successive owner of the land/ property.

Penalties can be used to enforce compliance. Without a penalty there is little incentive to continue to comply with the rules of
the program. For example, the Municipality can refuse to allow the developer any future density bonuses or the Municipality
can issue a fine for non-compliance in terms of the legal contract. Whatever mechanisms the Municipality develops, it should
make sure the developer understands and agrees to the requirements prior to construction.

6.4. MIXED-USE NODE PHASING

Large tracts of land are set aside in terms of the Development Framework within the proposed mixed-use nodes. This poses the
danger that these node develop in a haphazard, fragmented manner, thus not achieving an integrated and consolidated
node within the short-term development of the node. As a result, an integrated and consolidated node may only be achieved
once the node is fully developed, which may to 15 to 20 years to develop. To ensure development (e.g. retail and office
development) within a mixed-use node occurs in a consolidated and integrated manner, it will be necessary to phase the
development of these nodes. Each phase will restrict and concentrate development within a demarcated portion of the
mixed-use node, not allowing development of the other parts of the mixed-use node until the first portion is developed to a
significant degree.

145
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 23: MIXED-USE NODE PHASING

146
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Figure 23 illustrates the different phases of the mixed-use nodes located within the Fourways Precinct. It is proposed that at least
70% of the land area of the first phase of a node be developed, before the second phase is released for development. This
approach will allow the pace of development within a node to determine when additional land within a node is released for
development. This gives recognition to the fact that certain node are better located and will therefore receive more developer
interest than other nodes within the short-term. There may be circumstances where the second phase of a mixed-use node
needs to be released with less the 70% of the nodal area developed. This decision would exclusively be to the discretion of the
Johannesburg Metropolitan Municipality.

TABLE 25: TYPICAL MIXED-USE NODE COMPOSITION BY PHASE

Mixed-Use Land Use Horizontal Land Use Vertical Land Use Total Phase 1 Phase 2
Node Zone Mix Mix Area Floor Area Area Floor Area Area Floor Area
(ha) (m2) (ha) (m2) (ha) (m2)
Fourways
District
Zone 6A
Land Use 14.4 5.8 8.7
Retail 39388 15755 23633
Office 118164 47266 70898
Housing 73280 29312 43968
Flood area 1.6 0.6 1.0
PWV Roads 4.6 1.8 2.7
Internal roads 2.3 0.9 1.4
Sub-total 22.9 9.2 13.7
Zone 6B
Land Use 28.2 11.3 16.9
Retail 50286 20114 30171
Office 100722 40289 60433
Housing 187920 75168 112752
Community 15.0 6.0 9.0
Recreation 10.0 4.0 6.0
Flood area 5.5 2.2 3.3
PWV Roads 11.7 4.7 7.0
Internal roads 7.8 3.1 4.7

147
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Mixed-Use Land Use Horizontal Land Use Vertical Land Use Total Phase 1 Phase 2
Node Zone Mix Mix Area Floor Area Area Floor Area Area Floor Area
(ha) (m2) (ha) (m2) (ha) (m2)
Sub-total 78.3 31.3 47.0
Total 101.2 308560 40.5 123424 60.7 185136
Chartwell
District
Zone 6A
Land Use 18.5 7.4 11.1
Retail 50568 20227 30341
Office 151704 60682 91022
Housing 94080 37632 56448
Flood area 2.1 0.8 1.2
PWV Roads 5.9 2.4 3.5
Internal roads 2.9 1.2 1.8
Sub-total 29.4 11.8 17.6
Zone 6B
Land Use 12.2 4.9 7.3
Retail 5019 2008 3011
Office 10053 4021 6032
Housing 131280 52512 78768
Community 15.0 6.0 9.0
Recreation 10.0 4.0 6.0
Flood area 3.8 1.5 2.3
PWV Roads 8.2 3.3 4.9
Internal roads 5.5 2.2 3.3
Sub-total 54.7 21.9 32.8
Total 84.1 217344 33.6 86938 50.5 130406
Source: Maluleke Luthuli and Associates, 2008

The Table above provides a typical proportional allocation a mixed land uses within each mixed-use node located within the
Fourways Precinct. This use-allocation provides the ‘ideal’ land use mixed required within a node and can serve as a guideline
for the approval of development applications within a mixed-use node. However, it has to be stressed that this Table is only a
guideline. The actual development of the node may be influenced by a number of factors, such as the volumes of retail and

148
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

office space that can actually by absorbed by the local property market. The rule of thumb is not to allow certain land uses to
develop disproportionally to the other land uses within a mixed-use node, as set out in the Table above. For example,
developers should not be allowed to cover the entire node with office and retail space; not allowing the development of any
housing units or community facilities.

6.5. PARKING
This section attempts to provide some guidelines in the provision of parking, in particular with regard to supporting public
transport and parking provision within nodal areas.

6.5.1. PARKING AND PUBLIC TRANSPORT

The level of parking provision within a node directly impacts on the use of public transport within that particular node. Thus,
when providing parking within a node, it has to be viewed within the context of public transportation and not in isolation of
public transportation. For example, providing ample parking within a node encourages the use of private vehicles and
consequently discourages the use of public transport within a node. In contrast, limiting parking provision within a node
increases traffic congestion within a node, making the use of public transport more attractive. With the above in mind,
guidelines for the development of parking within a mixed-use node are as follows:

• In areas where pedestrian and public transport accessibility is good, parking ratios should be reduced.
• Reductions in parking should go hand-in-hand with improvements of pedestrian facilities and the improvement in the
quality of public transportation.
• On-street parking should be encouraged where the road reserves are wide enough to allow on-street parking.
• Where practically possible, multiple-use of available parking facilities should be encouraged, e.g. the parking facilities of
an office block could be used by an adjacent sport complex on weekends.
• The identification of appropriate sites for park and ride garages and bicycle-storage facilities should be done within the
context of the broader land development proposals of an area and specifically the location of transit stations.
• The provision of parking spaces within a node should frequently be reviewed to determine whether it should be reduced
is support of public transport usage.

149
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

6.5.2. PARKING AND NODAL DEVELOPMENT

Providing parking within a node should be done within the context of the node hierarchy. Metropolitan nodes and to a lesser
extent regional nodes would require large numbers of parking bays, most of which would have to be provided in parking
garages. By contrast, neighbourhood nodes or district nodes requires far less parking, most of which could be provided as on-
street parking. The Diagram below illustrates a hypothetical increase in on-street parking provision related to nodal size. Parking
requirements must be determined as part of the traffic impact study, which needs to be conducted during the planning and
design phase of the mixed-use node.

DIAGRAM 35: ON-STREET PARKING PROVISION

Most of the proposed nodes within the Fourways Precinct do not have a high-capacity public transportation system currently in
place, such the proposed Bus Rapid Transit system. This implies that these nodes will be private vehicle oriented at first, until such
a public transit system is constructed. Therefore, whereas the initial stages of nodal development must allow for the parking

150
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

requirements of a private vehicle-based transportation system, the design of the parking areas within such a node should be
flexible enough to allow a shift from a private vehicle-based system to a public transport based system in future. Practically, this
implies that a parking area should be designed to allow its conversion to another use, such as an urban square or park and ride
facility.

151
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

SECTION 7: URBAN DESIGN GUIDELINES

7.1. CONCEPTUAL APPROACH

From the onset it has to be stated that the following designs illustrated within this section of the report are only conceptual and
does not aim to provide a detailed layout plan for the development of areas or nodes. Instead, these illustrations aim to provide
a vision for the development of such areas of nodes by applying a range of urban design guidelines. It is therefore attempted
to illustrate how these principles can be employed, rather than proposing a specific layout or design that has to be adhered to.
The intention is to influence the manner in which the proposed areas or nodes is ultimately developed.

7.2. DENSITY INTERFACE

The primary objective of a residential interface zone is to ensure that higher intensity (mixed-use) and density development
does not have adverse impacts on adjoining or nearby residential zones, in terms of noise, odour or visual pollution. Practically,
this deals with the relationship between the mixed-use nodes (Zones 4 to 6), higher-density residential areas (Zone 1) and the
lower density residential areas (Zones 2 and 3) within the Study Area. The following guidelines can be applied to achieve good
residential interface and is applied to the Fourways Precinct conceptually on Figure 24:

a. Increase densities towards public transportation routes and station

The integration of residential development and public transportation is necessary, simply because households that
typically live in higher-densities dwelling units are more reliant upon public transport. In turn, higher residential densities
provide the necessary commuter numbers to support the viable operation of public transport systems. This will
necessitate locating vertically attached housing typologies (e.g. walk-ups) achieving densities of between 160 and 80
u/ha within easy walking distance of a public transportation (BRT) stations, generally accepted to be a maximum
distance of 400m of a station. These densities can be tapered down to 80 to 30 u/ha at between 400 and 1000m
distances of a station.

152
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 24: FOURWAYS RESIDENTIAL INTERFACE

153
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

b. Exchange height and density

As was presented in the previous section of this report, minimum residential densities are proposed for Zones 1 and 2. This
was done to encourage urban densification is order to curb urban sprawl and more importantly, ensure the necessary
densities are achieved to support the viable operation of public transport. In this regard, Zone 1 in more affected than
Zone 2, because zone one requires a relatively high minimum residential density of 30 u/ha. On average, this minimum
residential density will require the development of duplex housing (independent housing units built on two storeys) on a
single property. However, the application of various housing typologies on a single property can overcome this
‘average’ limitation, as depicted by the Diagram below.

Top View

ALTERNATIVE 1 ALTERNATIVE 2

Side View

Duplex Cluster Walk-up

DIAGRAM 36: DENSIFICATION ALTERNATIVES

‘Alternative 1’ on the Diagram above illustrates a residential density of 30 u/ha applied across an entire property using
duplex housing which yield a density of approximately 30 u/ha. ‘Alternative 2’ provides the option of increasing the
residential density on one part of the property using walk-ups (which yield densities of between 80 and 160 u/ha), leaving
the remainder of the property for cluster housing (yielding the density of approximately 20 u/ha). In both cases the
average density of the property remains above the minimum 30 u/ha density requirement. It will be the responsibility of

154
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

the municipality to ensure that this principle is applied, using the ‘Site Development Plan’ submitted by developers for the
development of such properties.

c. Step-down building height and density

Step-downs densities should be provided to make mixed-use developments compatible with adjacent, lower density
residential areas. For example, duplex housing and walk-ups can provide a transition between higher-density mixed-use
developments and surrounding lower-density residential areas. In addition, varying design, height and orientation will
create and interesting and aesthetically pleasing urban environment. The Diagram below conceptually illustrates the
application of varied building design in a mixed-use node and its interface with neighbouring residential areas.

Rural Urban Mixed-Use Node Urban

Residential Residential Residential

Interface area Interface area

BRT
Station

DIAGRAM 37: BUILDING HEIGHT INTERFACE

d. Apply sensitive buildings design

Appropriate and sensitive buildings design can do much to enable land use interface on a detailed level and is most
probably the most effective way of dealing with residential interface. For example, mixed-use buildings adjoining
residential zones must ensure the loading areas, drive-ways, rubbish, storage areas, and roof top equipment are not
located adjacent to residential zones. Mixed-use buildings that are designed to accommodate restaurants must provide
ventilation facilities to ensure that no odour is emitted in a manner that adversely impacts upon a residential zone.
External lighting must be positioned to avoid light spillage to adjoining residential zones. An acoustic report may be used

155
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

to inform the design the mixed-use developments to limit its impact on adjacent noise sensitive land uses, such as places
of worship or child care centres.

7.3. NODAL DESIGN

7.3.1. NODAL FOCUS

Nodes are one of the primary spatial elements that provide an urban area its character. Nodes provide a mix of land uses,
which provide a ‘vibe’ and a ‘sense of place’, and nodes differ in height from surrounding residential neighbourhoods, thus
providing urban form and legibility. Therefore, applying development (urban design) guidelines to nodal areas will best obtain
an integrated, livable and sustainable urban environment, impacting on the urban environment as a whole (including
surrounding residential areas). In addition, focusing on nodal areas will:

• Ensure planning is conducted in a structured and focused manner, enabling the setting of clear development goals
linked to a specific geographical area.
• Limited resources will be focused within a specific area, thereby making it a focal area for providing public facilities, such
as schools and clinics.
• Enhance the visibility of delivery by concentrating development initiatives, thus providing surrounding communities with a
greater sense of achievement and progress.
• Direct public funds (such as the Neighbourhood Development Partnership Grant) towards specific areas.
• Provide developers with security over the Municipality’s intensions with regard to development within an area (the
location, geographical extent and land use mix of nodal areas), thus attracting private investment to an area.
• Better utilize existing infrastructure through the more intensive use of the nodal area, as nodal areas tend to employ
higher densities than residential (suburban) areas.

The Fourways Precinct contains the existing Fourways regional mixed-use node, as well as 2 proposed district mixed-use nodes.
The first proposed district mixed-use node is located on the intersection of William Nicol (K46) and the planned K56, and the
second proposed district mixed-use node is located on the planned K33, located directly east of the Kya Sand industrial area.

156
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

The proposed district mixed-use node located on William Nicol Drive was chosen as a case study to illustrate the application of
urban design principles to mixed-use nodes in general.

7.3.2. NODAL DESIGN

From the onset it has to be stated that the design for the proposed Fourways district mixed-use node is only conceptual and
does not aim to provide a detailed and final layout plan for the development of this node. Instead, it aims to provide a vision for
the development of this node by applying a range of urban design guidelines. It is therefore attempted to illustrate how these
principles can be employed in a given area, rather than proposing a specific township layout that has to be adhered to. The
intention is to influence the manner in which the proposed Fourways district mixed-use node is ultimately developed. The
conceptual design of the proposed Fourways district mixed-use node is depicted on Figure 25.

7.3.2.1. MOVEMENT

Movement and connectivity are central to the development of a mixed-use node. This is simply true because a concentration
of residential, social and economic land uses require good access, which is provided by a node’s transportation network and in
particular its public transportation network. A Bus Rapid Transit (BRT) route is proposed along William Nicol Drive, within will link to
the proposed Fourways district mixed-use node to the existing Fourways regional mixed-use node to the south and the
proposed Diepsloot regional mixed-use node to the north. The following guidelines are proposed for the proposed Fourways
district mixed-use node with regard to movement and transportation:

a. Give preference to pedestrians

The design of the mixed-use node should not be about movement of vehicles, but about pedestrians and accessibility.
A mixed-use node is an intense land use environment, attracting pedestrians and enabling the efficient movement of
large numbers of pedestrians. This that implies that, instead of placing an overemphasis on movement of vehicles,
planning for pedestrians and public modes of transportation must receive priority. Linked to pedestrian oriented
transportation planning is limiting the speed of vehicular traffic within mixed-use nodes. Techniques to reduce the speed
of vehicular traffic include jogging traffic lanes, roundabouts or circles, repaving and raising crosswalks, reducing traffic
lane widths, paving traffic lanes with cobble stones, etc.

157
FOURWAYS DEVELOPMENT FRAMEWORK 2020

FIGURE 25: FOURWAYS DISTRICT MIXED-USE NODE

158
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

b. Promote a grid internal road network

In terms of road network planning, as way to promote pedestrian access is to promote the development of a grid road
network within the mixed-use node. A grid road network is open-ended, allowing pedestrian to walk in different (four)
directions, as opposed to a loop road or a cul-de-sac, which limits the number of directions a pedestrian can walk. A
grid road network must be promoted by designing the road network for the mixed-use node as a whole and establishing
the road reserves at a cadastral level. These road reserves can then be enforced as part of the township establishment
process, much the same way as the provincial road network (PWV and K-routes and road reserves) is enforced through
the township establishment process. An Urban Designer would best be suited to undertake such a design exercise and
should be timely contracted by the Johannesburg Metropolitan Municipality to do so.

Open-Ended Road Network Closed Road Network

DIAGRAM 38: OPEN VERSUSCLOSED ROAD NETWORK

c. Design for multi-modal integration

Central to the successful use and operation of the proposed BRT system will be multimodal integration. The use of public
transit will not reach critical mass if proper provision is not made for the safe parking of cars and bicycles. To ensure

159
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

modal integration, it will be necessary to link bicycles and private vehicles to BRT stations and stops within the mixed-use
node, allowing transfer between the various modes of transport. This can be achieved through the construction of a
multi-modal facility, which can include a multi-storey park and ride garage and bicycle storage area. The way this multi-
modal facility is designed and integrated with the BRT station and pedestrian walkways will be critical to the functioning
of the multi-modal transfer facility.

d. Pedestrian and bicycle connections

The development of mixed-use areas must allow the opportunity for commuters, residents and school children the
opportunity to walk and bike to in a safe and pleasant environment. This will require that suitable provisions are made for
pedestrians and bicycles as part of any development proposal within the mixed-use node. This type of movement can
be accommodated in a variety of ways, but a combination of sidewalks and paths may be the best approach.

7.3.2.2. LAND USE

Providing a land use mix within a mixed-use node and how this land use which this mix is obtained is important. This relates to a
number of issues. For example, does the land use mix achieve public goals, such as provide the necessary social amenities to
support housing developments within a mixed-use node? Does the land use mix contain land uses that best support the use of
public transit? Does the land use mix cater for people that use public transit? The following urban design guidelines for creating
an optimal land use mix within the proposed Fourways district mixed-use node are presented:

a. Create a vertical mixed land use environment

Modern planning proposed the concept of ‘single function zoning’, separating the varied functions and activities of an
urban area. This principle (except for extreme situations of industrial contamination) has now been shown to have
negative consequences for community development and transportation integration. The close proximity of living,
working, socializing realms is what makes communities hospitable, socially healthy and eliminates unnecessary travel.

160
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Residential
Office
Community
Retail

Horizontal Land Use Mix Vertical Land Use Mix

DIAGRAM 39: VERTICAL LAND USE MIXED-USE

Land uses can be mixed horizontally or vertically. Whereas the horizontal mixing of land uses is usually found in
predominantly residential areas and the vertical mixing of land uses is predominantly found in nodal areas (mixed-use
nodes), where land is valuable and scarce. The Diagram above provides a conceptual illustration of the vertical mixing
of land uses. Encouraging a vertical land use mix within mixed-use node has been built into the Land Use Management
System presented in the following Section of this report.

b. Provide a housing typology mix

Apart from ‘single function zoning’, the strict separation of communities by income groups also has an impact on
community development. This separation causes people to live and work in separate areas, simply because many of
these people cannot afford to live where they work. Typically, professions affected are teachers, nurses and policemen.
To address this issue it is necessary to strive at providing a range of housing typologies within a given area, catering for all
income groups. As opposed to common believe, such a housing typology mix does not necessarily have to imply poor
building design and esthetics. Different housing typologies can be integrated using building design and positioning.

161
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

c. Include social amenities

The mixed-use approach should be more civic minded than merely providing a mix of retail and office developments.
Providing a range of housing typologies is a step in the right direction. However, increasing housing densities inevitably
increases the need for community facilities within a given area. Ironically, higher densities leave less land available for
community facilities. To address this, a more flexible approach needs to be adopted in catering for community facilities
within a mixed-use node. Measures include allowing the inclusion of community facilities in the vertical mix of buildings
and the sharing of facilities, such as sports ground and parking lots.

7.3.2.3. PUBLIC REALM

It is important to know how the specific design of walkways, urban squares and parks can encourage a rich public life and how
the form of buildings and their relationship to these public elements can support this. The following development principles need
to be taken into account when developing the public realm within the proposed Fourways district mixed-use node:

a. Develop walkable nodes

A pedestrian-oriented mixed-use node is one that is compact, with buildings that are connected by pedestrian
walkways and public spaces. The network of pedestrian walkways and public spaces must not apply to only one
geographic level, but should rather be developed on a number of geographical levels in order to be most effective.
These geographical levels can range from mixed-use node level, comprising a number of buildings linked with pedestrian
walkways and public space, down to a single building level, comprising a pedestrian mall and urban square.

b. Design for pedestrians

Pedestrian network design should incorporate wide and detached sidewalks and paths, seating, low-level lighting, and
signs that are scaled for pedestrians. Accommodate pedestrians in a safe manner separating pedestrian and vehicular
movement. Where pedestrians and vehicles cross this network it is the pedestrian who must be given priority using raised
crossings at sidewalk height. Paving design is also important in pedestrian areas: pedestrian appreciates a paving that
has texture and design, and that distinguished the pedestrian walkway from the street.

162
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

c. Create open and accessible buildings

Office parks provide safe and beautiful environments. However, they fail in the sense that they exist as mini business
areas that are isolated from its surrounding urban environment. To create more open and accessible business areas,
buildings should be open and mixed-use. Residential apartments and other uses, such as cafés and shops, should be
introduces. A mixed-use environment will require that these developments are open to the public and pedestrians.
Building orientation can be effectively used to ‘open up’ buildings to the public and pedestrians. Building design can
also effectively be used to deal with security issues in ‘softer’ ways than erecting walls of fences, such as designing
certain parts of buildings to be off-limit to the general public.

BRT STATION

STREET BLOCK

DIAGRAM 40: PEDESTRIAN PERMEABILITY

In particular, walls and fences prohibit the flow of pedestrians through developments, such as office parks (see Diagram
above). In turn, this restricts pedestrian access to public transit stations. New residential areas should be encouraged to
provide cut-throughs, linking streets so that bicyclists and pedestrians can have direct access to public transit stations.

163
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

d. Include urban squares and parks

Urban squares function as the center of civic life and human interaction and should be included in the design of a
mixed-use node. An urban square can function as a market place, a place for outdoor cafes and restaurants, a civic
stage, and a playground for children. Creating an urban square that fosters community and civic engagement involves
not only the competent design of the space, but also the integration of the buildings surrounding it. At the same time,
urban squares can function as part of a larger open space network, linked via walkways and bikeways along drainage
ways and streams to parks and open space within the city.

164
FOURWAYS DEVELOPMENT FRAMEWORK 2020

ANNEXURE A
DETAILED LAND USE BUDGET

165
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

CENTRAL SUB-REGION LAND USE BUDGET 2007-2040

Land Use Census 2001 Existing 2007 Need 2010 Backlog 2007-2010 Need 2020 Backlog 2010-2020
no. no. ha m² no. ha m² no. ha m² no. ha m² no. ha m²
Population 73542 107891 115602 155005
Households 24270 46909 50262 67394
Formal Households 14358 19241 33661 67394
Informal Households 9912 27668 16601 0
Housing 14358 19241 1099.3 33661 1533.7 14420 434.3 67394 2523.1 33733 989.4

Housing Bonded (target 40%) 8202 10991 900.8 16830 1186.5 5839 285.7 26957 1701.7 10127 515.1
Flats 42 56 0.3 1683 8.4 1627 8.1 3370 16.8 1687 8.4
Cluster Housing 2880 3859 193.0 6732 336.6 2873 143.6 13479 673.9 6747 337.3
Detached Housing 5280 7076 707.6 8415 841.5 1340 134.0 10109 1010.9 1694 169.4
Housing Affordable (target 60%) 6156 8250 198.5 16830 347.1 8581 148.6 40436 821.4 23606 474.2
Walk-Ups 20 27 0.2 1683 10.5 1656 10.4 3370 21.1 1687 10.5
Semi-Detached Housing 432 579 7.2 3366 42.1 2787 34.8 10109 126.4 6743 84.3
Detached Housing 5704 7644 191.1 11781 294.5 4137 103.4 26957 673.9 15176 379.4
Educational 10 38.0 26 97.6 16 59.6 52 195.4 26 97.8
Primary School 5 14.0 17 47.1 12 33.1 34 94.4 17 47.2
Secondary School 5 24.0 8 40.4 3 16.4 17 80.9 8 40.5
Tertiary Institution 0 0.0 1 10.1 1 10.1 2 20.2 1 10.1
Health 1 6.7 9 10.4 8 3.7 12 14.0 3 3.5
Clinic 1 0.2 8 1.5 7 1.3 10 2.1 3 0.5
Day Hospital 0 0.0 1 1.9 1 1.9 1 2.6 0 0.7
Hospital 0 6.5 0 6.9 0 0.5 1 9.3 0 2.4
Community 0 21.6 21 36.4 21 14.8 28 48.8 7 12.4
Community Hall 0 0.0 6 5.8 6 5.8 8 7.8 2 2.0
Library 0 0.0 6 2.3 6 2.3 8 3.1 2 0.8
Post Office 0 0.0 6 1.2 6 1.2 8 1.6 2 0.4
Police Station 0 0.0 3 2.9 3 2.9 4 3.9 1 1.0
Emergency Service Centre 0 0.0 1 1.2 1 1.2 1 1.6 0 0.4
Cemetery 21.6 23.1 1.5 31.0 7.9
Business 0 63.7 866364 0 68.2 928283 0 4.5 61919 0 91.5 1244694 0 23.2 316411
Retail 29.7 118680 31.8 127162 2.1 8482 42.6 170506 10.8 43344
Private Office 34.0 747684 36.4 801121 2.4 53437 48.8 1074188 12.4 273067
Industrial 0 0.0 0 94 46.0 184000 94 46.0 184000 94 46.0 184000 0 0.0 0

Light Industrial 0 0.0 0 60 12.0 48000 60 12.0 48000 60 12.0 48000 0 0.0 0
Commercial and Technology 0 0.0 0 34 34.0 136000 34 34.0 136000 34 34.0 136000 0 0.0 0
Open Space 215.8 231.2 0.0 310.0 0.0
Active 64.7 69.4 4.6 93.0 23.6
Passive 151.0 161.8 10.8 217.0 55.2
Transit Station 0 0.0 3 1.4 3 1.4 4 1.9 1 0.5
Streets 303.5 425.2 118.6 678.4 236.6
TOTAL AREA 1748.5 2450.2 683.1 3909.1 1363.5

Source: Maluleke Luthuli and Associates, 2008

166
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

CENTRAL SUB-REGION LAND USE BUDGET 2007-2040 (CONTINUED)

Land Use Need 2030 Backlog 2020-2030 Need 2040 Backlog 2030-2040
no. ha m² no. ha m² no. ha m² no. ha m²
Population 208314 261502
Households 90571 113697
Formal Households 90571 113697
Informal Households 0 0
Housing 90571 3390.8 23178 867.7 113697 4256.5 23125 865.7

Housing Bonded (target 40%) 36229 2286.9 9271 585.2 45479 2870.8 9250 583.9
Flats 4529 22.6 1159 5.8 5685 28.4 1156 5.8
Cluster Housing 18114 905.7 4636 231.8 22739 1137.0 4625 231.3
Detached Housing 13586 1358.6 3477 347.7 17054 1705.4 3469 346.9
Housing Affordable (target 60%) 54343 1103.8 13907 282.5 68218 1385.7 13875 281.8
Walk-Ups 4529 28.3 1159 7.2 5685 35.5 1156 7.2
Semi-Detached Housing 13586 169.8 3477 43.5 17054 213.2 3469 43.4
Detached Housing 36229 905.7 9271 231.8 45479 1137.0 9250 231.3
Educational 70 262.7 18 67.2 88 329.7 18 67.1
Primary School 45 126.8 12 32.4 57 159.2 12 32.4
Secondary School 23 108.7 6 27.8 28 136.4 6 27.8
Tertiary Institution 2 27.2 1 7.0 3 34.1 1 6.9
Health 16 18.7 4 4.8 20 23.5 4 4.8
Clinic 14 2.8 4 0.7 17 3.5 4 0.7
Day Hospital 2 3.5 0 0.9 2 4.4 0 0.9
Hospital 1 12.5 0 3.2 1 15.7 0 3.2
Community 38 65.6 10 16.8 48 82.4 10 16.8
Community Hall 10 10.4 3 2.7 13 13.1 3 2.7
Library 10 4.2 3 1.1 13 5.2 3 1.1
Post Office 10 2.1 3 0.5 13 2.6 3 0.5
Police Station 5 5.2 1 1.3 7 6.5 1 1.3
Emergency Service Centre 2 2.1 0 0.5 2 2.6 0 0.5
Cemetery 41.7 10.7 52.3 10.6
Business 0 122.9 1672764 0 31.5 428071 0 154.3 2099864 0 31.4 427099
Retail 57.3 229146 14.7 58640 71.9 287653 14.6 58507
Private Office 65.6 1443618 16.8 369431 82.4 1812211 16.8 368593
Industrial 94 46.0 184000 0 0.0 0 94 46.0 184000 0 0.0 0

Light Industrial 60 12.0 48000 0 0.0 0 60 12.0 48000 0 0.0 0

Commercial and Technology 34 34.0 136000 0 0.0 0 34 34.0 136000 0 0.0 0
Open Space 416.6 0.0 523.0 0.0
Active 125.0 32.0 156.9 31.9
Passive 291.6 74.6 366.1 74.5
Transit Station 5 2.6 1 0.7 7 3.3 1 0.7
Streets 908.4 207.6 1137.9 207.1
TOTAL AREA 5234.4 1196.3 6556.6 1193.5

Source: Maluleke Luthuli and Associates, 2008

167
FOURWAYS DEVELOPMENT FRAMEWORK 2020

ANNEXURE B
LAND USE DEFINITIONS

168
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Broad Land Land Use Category Land Use Definition Typical Land Uses
Use Category

Residential Very low-density Land use allowing rural living on Single dwelling unit
agricultural holdings using single
dwelling units
Low-density Land use allowing traditional suburban Single dwelling unit
living using single dwelling units
Medium-density Land use allowing the horizontal and Group housing
vertical grouping of dwelling units up to Second dwelling unit
3 storeys in height Backyard rental unit
Semi-detached housing
Commune
Retirement village
Children’s home
High-density Land use allowing the horizontal and Row housing
vertical grouping of dwelling units up to Walk-up apartments
4 storeys in height Flats
Accommodation Land use for the purpose of letting Boarding house
individual rooms for residential Hotel
accommodation Guest house
Resort
Hostel
Community Educational Land use where child-care service are Crèche
provided and where children, Pre-primary school
adolescence and adults receive formal Primary school
education Secondary school
Technical school
Technical college
Skills training centre
Satellite campus
Adult education centre
Medical Land use where patients are given Clinic
medical treatment or advice Community hospital
Day hospital
Medical consulting rooms
Religious Place of worship and religious education Church
Mosque
Temple

169
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Broad Land Land Use Category Land Use Definition Typical Land Uses
Use Category

Social Land use that provides municipal or Community hall

social services to local communities Library
Post office
Pension pay-point
Customer care centre
Police station
Fire brigade
Emergency services
Business Retail Land use that allows the trading of retail Hypermarket
goods Supermarket
Specialist retailers (e.g. clothing and furniture)
Banking branches
Office Land use for the performance of Professional offices
administrative or professional functions Conference facility
Entertainment Place of entertainment that is usually Entertainment centre
associated with the retail industry Restaurant
Fast food outlet
Tavern
Motor trade Land use that allows the retail, repair Filling station
and maintenance of motor vehicles Vehicle service centre
Vehicle showrooms
Micro enterprise Business or enterprise attached to and Home office
supplementing a residential component. Home-based medical consulting room
The residential component remains the Non-disturbing home enterprise (e.g. hair dresser or day care centre)
primary land use associated with the Mini market
property. Coffee shop
Farm stall
Institutional Municipal Land use associated with the daily Administrative offices
operation and functioning of the Parking garage
municipality Taxi holding and or parking area
Municipal training facilities
Bus depot
Electrical purpose
Equipment stores
Government Land use associated with the daily Administrative office
operation and functioning of the Railway reserves and stations
national or provincial government Telecommunication

170
 FOURWAYS DEVELOPMENT FRAMEWORK 2020

Broad Land Land Use Category Land Use Definition Typical Land Uses
Use Category

Industrial Light Land use for non-pollution industries used Non-noxious factories
for manufacturing purposes Maintenance and repair workshops
Engineering works
Builders yard
Commercial Land use for the handling and storage of Distribution centre
cargo and the wholesale of goods Wholesale trade
Warehousing
Cartage and transport services
Open space Active Open space that has a recreational Public park
function linked to it Play ground
Sports field
Sports club
Cultural heritage site
Amusement park
Recreation area
Passive Open space that has a hazard Private open space
avoidance or natural resource Conservancy
conservation function Protected area
River flood areas
Geological unsuitable land
Topographically unsuitable land
Hazardous zones (e.g. pollutions areas)
Agriculture Agriculture Land use that is intended of subsistence Subsistence farming
of commercial farming purposes and Commercial farming
uses generally associated with plants Communal agriculture
and animals. Agriculture skills training facilities
Nursery
Veterary clinic
Animal kennel

171