the gauteng spatial development framework - Gauteng Online

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making processes around these (for example, policy, resources and socio-economic profiles),by a diversity of actors, in order to achieve the following:• Integration (i.e. connection and overlap);• Functional efficiency (so that individual elements work together as a whole);• Environmental harmony (creating development processes and forms that areenvironmentally sustainable);• A sense of place (creating a place that is recognisably distinct, strengthens localidentity, and simultaneously plays its role within the wider urban system);SECTION 4: OUTCOMES OF APPLICATION: FROM CONCEPT TO COMPOSITE• Socio-economically sustainable (is viable, enabling economic growth and expansionand supports all social activities and the development of its communities); and• A compact and complex urban form (establishing an efficient urban footprint ofappropriate expanse and directing the future incremental expansion thereof).In spatial terms, urban structure is most appropriately reduced to the combined representationof urban activities and urban movement, and the structuring elements these form. Theinterrelationship between urban activities and urban movement is discussed in greaterdetail.51 GAUTENG SPATIAL DEVELOPMENT FRAMEWORK 2011 GAUTENG GROWTH AND DEVELOPMENT AGENCY
THE INTERRELATIONSHIP OF URBAN MOVEMENT AND URBANACTIVITYA limitation in urban planning in South Africa arises from the distinctions drawn andpractised between 'transportation planning' and 'land use planning'. Much of the thrustwithin urban management and urban development is focused on the proposition thattransportation cannot be seen as separate from land use and spatial planning. Indeed, oneof the underlying principles of urban structure theory is the establishment of a decisionmakingframework with regard to urban planning and management that considerstransportation and urban land use in an integrated and holistic manner. This emphasisesthat activity cannot be detached from movement or the temporal flows of people, vehiclesand goods as dictated by the overall urban structure. In this context it is important tohighlight some specific principles and thrusts regarding transportation issues. To the extentthat separation continues to exist between transportation planning on one hand, and landuse planning on the other, it is not an overstatement to say that true urban planning doesnot exist as a discipline in South Africa.Firstly, movement in urban systems is more understood and used creatively in urban planningif it is regarded as an urban activity in its own right, rather than as a service of infrastructureon which urban activity takes place. Transportation and movement is the lifeblood of thecity and its urban energy. It must be considered how this is energy is harnessed as the basison which provincial, metropolitan, regional and local urban economies develop. The puristnotion of a highly stratified and rigidly determined hierarchy in road functions, for example,is a precept based primarily on how to ease traffic movement in cities and less so on howto generate local economies, create complex networks of association and define openendedframeworks of enablement. A more flexible and holistic view of movement in citieshas never been more important in South African cities than now. These facts need to beclearly understood and given cognisance, particularly in understanding the urban structureof Gauteng Province, its proposed city region and the municipalities that comprise theprovince.Secondly, urban form is fundamentally an expression of urban activities and the waytransportation brings them into relationship with one another. In this regard the thrusts ofpolicy must constantly be enquiring (a) to what extent does investment into a particularpiece of transportation infrastructure actively promote a sensible urban form; and conversely(b) how will the urban form being engendered in any particular policy or developmentobjective aid and abet the integration of sensible, sustainable transportation strategies,particularly public transport.Thirdly, transportation linkages and particularly road linkages will be at the base of anyattempts at spatial integration within the South African city, and in particular in the Gautengcity region. Within these road frameworks, public transportation must, as an evolving,cogent system, be able to emerge as a major thrust of the province's development strategy.As urban form consolidates into cogent and sensible patterns, more and more emphasiswill fall, with continued growth, on the need for dedicated public transport systems, bethese rail, light rail, bus (bus rapid transit systems) or taxi corridors. The proposed StrategicPublic Transport networks and associated Bus Rapid Transport systems within each ofGauteng's municipalities and urban centres are of particular importance in this regard, andform an important basis of the GSDF.Fourthly, sight must not be lost of short-term, high-impact transport initiatives and projectsin the form of improving on existing infrastructure; for example getting more use fromexisting capacity; getting more capacity out of what already exists by incremental additions;improving bus facilities and services; integrating and extending the network of bus services;creating dedicated bus and taxi lanes and lay-byes. The current public transport developmentinitiatives, such as the Bus Rapid Transit systems, the Gautrain and improved rail serviceswithin the province support this approach. The very extensive, but under-utilised, underserviced,under-equipped and under-managed railway system in Gauteng has been noted.Proper use of what already exists, with judicious addition to it and management thereof,will make Gauteng a particularly well-serviced, public transport-orientated system.Fifthly, land use policies must start to reflect a consolidation of urban development patternsinto the corridors and nodes as identified in the GSDF, as well as potential future andemerging corridors.SECTION 4: OUTCOMES OF APPLICATION: FROM CONCEPT TO COMPOSITEGAUTENG SPATIAL DEVELOPMENT FRAMEWORK 2011GAUTENG GROWTH AND DEVELOPMENT AGENCY52
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THE GAUTENG SPATIAL DEVELOPMENT FRA
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TABLE OF CONTENTSSECTION 1: INTRODU
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Table A.2-iv: Summary - Typical per
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FIGURESSECTION 1: INTRODUCTIONFigur
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Figure A.2.4: Modelling key compone
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FOREWORD
Page 14 and 15: SECTION1:Introduction
Page 16 and 17: development framework around which
Page 18 and 19: SECTION 1: INTRODUCTIONcadastral in
Page 20 and 21: Not only does it seem necessary to
Page 22 and 23: SECTION 2: THE GSDF AS A CONCEPTA S
Page 24 and 25: disasters, shortages and changes in
Page 26 and 27: are to promote sustainability, equi
Page 28 and 29: It is legislated that metropolitan
Page 30 and 31: Similarly, there must be a consiste
Page 32 and 33: The corridors reflected in the figu
Page 34 and 35: Similarly, in the United Kingdom, i
Page 36 and 37: • urban compactness, also noted i
Page 38 and 39: With Johannesburg as the city syste
Page 40 and 41: Making sense of, and integrating, t
Page 42 and 43: Based on this figure, it is suggest
Page 44 and 45: On this basis, there is no reason w
Page 46 and 47: SECTION 2: THE GSDF AS A CONCEPTPRI
Page 48 and 49: SECTION 2: THE GSDF AS A CONCEPTPRI
Page 50 and 51: SECTION3:The modelling elements of
Page 52 and 53: value that goes with this can be de
Page 54 and 55: THE MODELLING THAT UNDERPINS THE GS
Page 56 and 57: MODEL 2: THE MORPHOLOGICAL MODELaro
Page 58 and 59: with lower levels of accessibility.
Page 60 and 61: MODEL 5: THE VIRTUAL MODEL ROOMSECT
Page 62 and 63: URBAN MANAGEMENT AND SPATIAL DEVELO
Page 66 and 67: The intricacies of the urban struct
Page 68 and 69: SECTION 4: OUTCOMES OF APPLICATION:
Page 70 and 71: STEP SIX: URBAN DEVELOPMENT, MANAGE
Page 72 and 73: THE COMPOSITE SPATIAL STRUCTUREThe
Page 74 and 75: SECTION 4: OUTCOMES OF APPLICATION:
Page 76 and 77: FRAMEWORK FOR THE IMPLEMENTATION OF
Page 78 and 79: SECTION 5: FRAMEWORK FOR THE IMPLEM
Page 80 and 81: TRANSPORTATIONThe principles of urb
Page 82 and 83: URBAN STRUCTURING INITIATIVESSECTIO
Page 84 and 85: SECTION 5: FRAMEWORK FOR THE IMPLEM
Page 86 and 87: It is not enough, however, to simpl
Page 88 and 89: APPENDIXA.1: The urban profile mode
Page 90 and 91: ANNEXURE A: THE 5 GIS-BASED MODELSF
Page 92 and 93: THE IDENTIFICATION OF MORPHOLOGICAL
Page 94 and 95: ANNEXURE A: THE 5 GIS-BASED MODELSU
Page 96 and 97: DEFINING THE MORPHOLOGICAL COMPONEN
Page 98 and 99: • Activity Spines, with a hierarc
Page 100 and 101: ANNEXURE A: THE 5 GIS-BASED MODELSN
Page 102 and 103: comprises specialised trade, such a
Page 104 and 105: • Development Intensity: Land are
Page 106 and 107: THE REGIONAL NODEDevelopment Yield:
Page 108 and 109: THE TYPICAL PERFORMANCE DIMENSION O
Page 110 and 111: TYPICAL DEVELOPMENT PARAMETERS: URB
Page 112 and 113: ANNEXURE A: THE 5 GIS-BASED MODELSF
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ANNEXURE A: THE 5 GIS-BASED MODELSF
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Figures A.2.13-15 show the same are
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ANNEXURE A: THE 5 GIS-BASED MODELSF
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THE CONNECTIVITY MODELANNEXURE A: T
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CONNECTIVITY MODEL 2This iteration
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CONNECTIVITY MODEL 4The fourth iter
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CONNECTIVITY MODEL 6The final itera
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THE BID-RENT MODELThe Bid-Rent Mode
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TOPOGRAPHIC SUITABILITYThe Topograp
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THE SPATIAL POLICY SUPPORT INDEXThe
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SURFACE CONSTRAINTSThe Surface Cons
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APPENDIXA.5Model 5 - the virtualmod
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TSHWANE STATIONS123Existing conditi
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APPENDIXB.1: Restrictingurban spraw
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urban edge, many of the municipal S
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ANNEXURE B: POLICY POSITION PAPERSF
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APPENDIXB.2: A densification policy
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The model that is to guide both res
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APPENDIXB.3: Harmonisinghousingprov
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housing and mixed-uses can be reali
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THE PRINCIPLES GOVERNING THE TRANSP
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ANNEXURE B: POLICY POSITION PAPERSi
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Possible outer extentsof urban deve
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APPENDIXB.5: Thecase principles ofs
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sustainable and efficient. A long-t
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ANNEXURE B: POLICY POSITION PAPERSB
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APPENDIXC.1: Thefreight and logisti
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overall platform on which more focu
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A further south-eastern regional hu
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ANNEXURE C: POLICY PERSPECTIVESFigu
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APPENDIXC.2: A perspective guidingt
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anges of hills or mountains, whethe
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APPENDIXC.3: Preservationof landhav
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URBAN CONSOLIDATION ZONESThe physic
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APPENDIXC.5: Indicativepatterns ofe
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APPENDIXC.6: Integrationof the rura
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opportunity that goes with being ab
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ANNEXURED: The package of plans
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In order to achieve spatial integri
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LEVEL ESSENTIAL FOCUS AND SCOPE SCA
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LEVEL ESSENTIAL FOCUS AND SCOPE SCA
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ANNEXUREE: Glossary of terms
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Brownfield Land and SitesPreviously
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ANNEXURE E: GLOSSARY OF TERMSTown -
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Development ManagementThe process w
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Geographic Spread Programme (DTI)Th
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ANNEXURE E: GLOSSARY OF TERMSIntegr
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ANNEXURE E: GLOSSARY OF TERMSSpatia
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ANNEXURE E: GLOSSARY OF TERMSUrban
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ANNEXURE E: GLOSSARY OF TERMS• Ur
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