status quo

Park Station Sub-precinct Development Framework

ISSUE 1 JUNE 2011

STATUS QUO

Place Space Movement

‘’Cities are composed of a number of networks, constituted of

layers, of services, built environments, social infrastructure,

cultural hubs, transport modes and economics systems.

Successful cities, have been able to combine the demands

of people of increased mobility on those systems by effective

and efficient transport systems; systems that work on a variety

of levels.’’

City Expert Witness, Dublin Public Hearing, January 2011

CONTENTS

Introduction

Dedication

1. Movement & Transport

2. Land Use

3. Urban Form

4. Environment

5. Socio-Economics

6. Infrastructure & Services

Summary

Lexicon

References

The Team

ARUPLeszek Dobrovolsky Project Director Strategy, Transit Orientated Developments, Interchanges, City Making

Caroline Sohie Project Lead Urban Planning, Interchanges, City Making, Architecture

Louis Oosthuysen Project Co-Ordinator Urban Form, Land Use, Socio-Economics, Infrastructure, Movement+Transport, Environment

Ray Harli Architect Urban Form, Land Use, Socio-Economics, Infrastructure, Movement+Transport, Environment

Marina Meyer Architect Urban Form, Land Use, Socio-Economics, Infrastructure, Movement+Transport, Environment

Tammy Kopelowitz Designer Urban Form, Land Use, Socio-Economics, Infrastructure, Movement+Transport, Environment

Sekhu Mahlatse Planner ( PRASA ) Urban Form, Land Use, Socio-Economics, Infrastructure, Movement+Transport, Environment

John Odendal Urban Designer Urban Form, Land Use, Socio-Economics, Infrastructure, Movement+Transport, Environment

Wynand Viljoen Architectural Designer Urban Form, Land Use, Socio-Economics, Infrastructure, Movement+Transport, Environment

Willem van Rijn Engineer Infrastructure

Jaco Rossouw Engineer Infrastructure

Siloshini Naidoo Environmental Sustainability

Rory Williams Transport Planner City Making, Transport

Aidan Noble Transport Engineer Transport

Yolandi Oliver Engineer GIS

Justin Jones Planner Property Economics

Wayne Tweedle Valuer Property Valuations

Hausi Scherer Engineer Infrastructure and Networks

PROJECT STEERING GROUPIan Scott PRASA

Thembane Camane PRASA

Sisa Mabose PRASA

Leszek Dobrovolsky Arup

Caroline Sohie Arup

Louis Oosthuysen Arup

PEER REVIEWERSIan Gardner

INTRODUCTION

Arup were appointed in 2011, by the Passenger Rail Agency of South Africa to investigate and develop an implementable framework and plan to rejuvenate the

area and develop a strategy for realising the assets that exist in the area.

The first Workstream of that body of Work is the Status Quo Analysis and Literature Study. This summary report outlines the Status Quo undertaken by Arup to

date.

“The busiest Transport Hub in Africa

...Park Station”

Two ladies that prepare food at the traditional

African Food Market south of Park Station.

Dedication

There are many contributors who make this commission possible, both

in terms of appointment and execution, however the Consultants wish to

acknowledge the work of all thought leaders and practitioners in the networks

of cities from infrastructure, through transport to population movements and

city making.

The authors wish to note the initial and passionate contribution of Robin

Riddall prior to the commission.

‘...I sometimes live inside my car & buy my

food from the Cook house’, Michak Phelane,

Long distance taxi driver, Bok Street.

MOVEMENT & TRANSPORT STATUS QUO“It will cost you R18 for a return journey from here to Soweto.”

Khaya Manikwe Taxi driver at the Bridge Shopping Centre Taxi Rank, 2011.

MOVEMENT & TRANSPORT STATUS QUO 11

Park Station Sub-precinct Development Framework

CHAPTER 1

MOVEMENT &TRANSPORT

The efficient movement of people & goods in a sustainable & integrated manner which supports a public transport network.

MOVEMENT & TRANSPORT STATUS QUO

BACKGROUND

A number of sources have been synthesized and updated with new

information to enhance understanding of status quo, including:

• 2002 CPTR

• 2006 Arup pedestrian surveys and public transport route

• documentation

• 2009 Arcus Gibb surveys

• 2010 Arup on-site investigations

Information is compiled to the degree necessary to understand how

changes in land use and public transport facilities might alter movement in

the area, and is key to understanding how the movement system can be

harnessed to support planning objectives.

Context of the precinct

The precinct is part of what is effectively a wide-area transport interchange

that is operationally integrated, but poorly integrated in terms of infrastructure.

It is also an origin and a destination for trips, and thus accommodates a

wide variety of movements by various modes of transport.

The catchment area of this precinct varies according to the mode of

transport under consideration. Overall, its area of influence is metropolitan

wide, and indeed international. Transport operations are influenced by

significant historical decisions such as the lack of rail to the north, but also

by the emergence of various commercial activities that serve local, national

and international travellers.

There is a wide variety of travel markets in the precinct. Regular daily

commuters; weekly travellers; occasional long-distance visitors from other

countries (usually low-income); low- to middle-income travellers to other

provinces (bus, taxi and rail); and tourists. These each present their own

requirements and potential design responses.

Urban design and architecture can be used to support positive trends

and discourage negative ones, by guiding movement and improving

management of the system as a whole. For example, exemplary design and

management could limit traffic growth while activity and residential density

continue to grow.

Urban regeneration may alter movement patterns as well as volumes,

and past interventions have had varying degrees of success. Metro Mall,

for example, provides formalized space for small-scale traders, but is

hampered by a surrounding environment that is incompletely developed

and only partially supports small businesses. The design of Metro Mall itself,

as with many other taxi ranks, does not fully address the needs of operators

and passengers.

Introduction


Transformation is underway in the public transport system, involving primarily

the BRT system and the Gautrain. These present new opportunities for

improving passenger services, and for the trading environment.

It is noted that all planning proposals to date consider alternative strategies

for accommodating the implications of the current metropolitan-level public

transport structure. No attempt has been made to investigate a realignment

of the role of the CBD as a major transfer hub in the city.

ROUTES

Pedestrians

Pedestrian routes are determined by a number of factors, including:

• Time of day (darkness and commercial activity)

• Condition and design of pedestrian facilities

• Whether related to public transport or not

• Conflict with other modes

• Whether a multipurpose or single purpose journey

Some of these factors will alter what would otherwise be the desired routes

of pedestrians, and the current state of infrastructure can have a negative

impact on both movement and commerce.

Transferring passengers are essentially filling in the gaps in public transport

service, while there are pedestrians also walking considerable distances to

nearby residential and business areas such as Hillbrow and Braamfontein.

Pedestrian routes have arisen organically in response to demand, but are

not formally planned as such, and in a number of locations are inadequate,

resulting in lack of clarity for those unfamiliar with the area, and conflict

between pedestrians and motorized vehicles. The general street grid is fine

enough for pedestrian movement, but is interrupted by barriers such as the

railway lines.

Minibus taxis

A number of formal routes exist in the CBD, but are influenced by the time of

day and the demand for transfers between public transport services. There

is a strong east-west movement on Plein and Bree Streets for boarding and

alighting. Many of the routes in and out of the CBD also have an east-west

orientation.

There may be a need to rationalize the location of ranks for various taxi

routes, and data collected previously by Arup provides a tool to assess

the impact that moving route termination points will have on pedestrian

movements.

Introduction


Buses

In contrast to minibus taxis, most Metrobus routes have a north-south

orientation. The newer BRT routes establish a more integrated network,

allowing for more opportunities for transfers between services than was the

case in the past. This has implications for pedestrian patterns related to

transfers.

Routes of cross-border bus services have not been mapped, and are

dispersed (mainly to the north of Park Station).

Rail

As rail is oriented to the east, west and south – but not the north – there are

built-in conditions that result in the need for passenger transfers between

modes. The addition of Gautrain will not dramatically alter this pattern, as the

travel markets for Metrorail and Gautrain do not significantly overlap.

Private traffic

Congestion in the CBD tends to limit choice of routes available to private

vehicles, with certain streets avoided virtually altogether as a result of the

high density of public transport vehicles. The theoretical level of service

on many streets is acceptable, but the actual level of service is reduced

by friction related to pedestrians, traders and public transport operations.

Improved management of these activities can be expected to improve level

of service for general traffic.

INTEGRATED SYSTEM

Public transport Formal and informal transport:

There are two key aspects to informality in the minibus taxi industry as it

operates in this area:

• On-street boarding and alighting takes place in various informal

locations, where drivers respond to demand from passengers for more

convenient service, and where drivers prefer not to enter formal facilities

in order to reduce delays.

• Certain services have no formal facilities at all, but are ‘tolerated’ in

various locations in the CBD.

There is interaction between these informal activities and other formal

activities, and the degree of integration of the system as a whole is affected

by this interaction. Informal operations present challenges for planning, but

also provide an indicator of real demand that may not be accommodated

with formal facilities. One of the challenges in documenting the status quo

is that data collection exercises such as CPTR surveys do not adequately

account for informal and illegal activity.

This shortcoming introduces an element of unpredictably in attempts to

plan for public transport.

Introduction


Role of transfers

Transfers between services create inconvenience as well as opportunity for

commerce. It is noted that integration of services can be achieved not only

by reducing walk distances, but also by providing more convenient and

safe walking environment. Currently there is not a good balance between

transfer distance and efficiency.

It is noted that mode choice varies in the AM and PM peak commuter

periods, depending on convenience for various trip purposes, origins and

destinations. Transfer activity therefore also varies by time of day. This in turn

affects the benefits of pedestrian footfall for informal and formal trade. The

area lacks a coherent strategy for accommodating pedestrians and traders

in a mutually beneficial arrangement.

Local and long distance

Long distance raises unique challenges related to transfers from local

services, accommodation and facilities for those waiting for departures.

Long distance bus services are distributed over a number of facilities, and

their operational integration with the rest of the system is impacted by the

poor quality pedestrian environment. The Park Station precinct plays a role

in this, as the station is strategically located on pedestrian routes between

long distance and local public transport facilities.

The location of long distance bus departure points is related to accommodation

– apart from formal hotels such as Formule One, many travellers rent space

in nearby flats. Any move to consolidate long distance bus facilities therefore

should consider this related industry in accommodation.

Suitability of facilities

Infrastructure does not fully support the optimal operation of public transport,

particularly minibus taxis. Demand for each mode in the morning is different

from the evening, and this variation needs to be considered in the design

of facilities.

An important challenge in facility design is accommodation of fluctuations in

demand. The Wanderers taxi rank, for example, experiences high demand

levels on Fridays and Sundays. There is no comprehensive strategy for

the management of public transport in the CBD, and this hinders effective

operations related to boarding, alighting and transfers, as well as vehicle

holding and maintenance. Suitability also relates to availability – certain

facilities, such as Park Station, are not open 24 hours and present challenges

for travellers who wait overnight for services.

Introduction


Conflict and synergy

Potential conflict between public and private transport causes drivers to

avoid certain roads, resulting in the creation of de facto public transport

corridors with virtually no private transport. Conflict between pedestrians

and vehicles at certain intersections reduces available capacity and reduces

safety levels.

Land use

Location, mix and density of uses have an impact on movement and potential

synergies. Planning of land use needs to be integrated with transport to

optimise the system.

Continuity of the movement system

Poor urban design, maintenance and management have produced a

situation where there are discontinuities in the system, which influences

routes. Discontinuity can be physical, in the sense of missing or inadequate

infrastructure such as sidewalks, street furniture, lighting and so on; it can

also be operational, where conflict and safety influence users’ choices.

Special needs passengers have not been considered explicitly in the design

of the NMT system.

We have adopted ‘movement friction’ as a catch-all term to identify these

issues of discontinuity. In many cases this friction occurs at the interface

between different transport modes, such as at intersections or pedestrian

crossing locations. Elsewhere it is a result of conflict between activities,

such as where traders encroach on the movement of pedestrians.

Freight

Movement of goods in and around the precinct includes not only deliveries

to formal businesses, but also to informal traders and the movement of

luggage belonging to long-distance travellers.

Formal sector deliveries are hampered in some locations by on-street

trading (notably in Noord St and other areas with a high concentration of

informal trade).

In the informal sector, businesses have formed to meet delivery needs.

Storage locations have emerged, and individuals deliver goods to traders,

who must set up and close down each day. These deliveries use bakkies,

cars and non-motorised transport, and there is no coherent strategy to

accommodate this activity.

For both formal and informal activity, there are insufficient on- and off-street

loading areas.

Introduction


INFRASTRUCTURE

Parking

In general, parking is inadequate in the CBD, and this situation is exacerbated

by other shortcomings in the system, for example taxis use parking bays as

holding areas because their facilities are inadequate.

There are several notable aspects to the parking situation around the Park

Station precinct.

One is the parking deck at the station itself, which is used to some extent

for dropping off and picking up of long distance passengers (bus and rail)

and for shopping in the area.

Another is parking garages. Some businesses have on-site parking,

or use public garages. A key challenge for transportation is to provide a

safe pedestrian environment for those walking between their parking and

destination.

Taxi ranks

Ranking and holding capacities are insufficient at formal facilities; on-street

taxi activity reduces road capacity; and enforcement is inadequate.

Signage

The various target markets for travel mentioned above have different signage

requirements. Regular daily commuters generally know how to get around,

but often have to do so by asking others. Weekly travellers may or may

not understand the transport industry and the options available to them.

Occasional long-distance visitors and tourists have the least understanding

and require much clearer design responses. In the subject precinct, not

only is signage generally of poor quality, but design of the urban space does

not provide an effective wayfinding environment.

Maintenance

The condition of transport infrastructure is a direct result of maintenance

activities, but influenced by informal activities that in many cases are in

contravention of legal or regulatory controls. Enforcement (or lack of it) is

a contributing factor to a degraded urban environment and the constraints

this presents for extracting value from the precinct.

Street furniture

No consistent approach to design or to the accommodation of traders. In

many locations, lighting is inadequate

Introduction


SUSTAINABILITY

Sustainability generally relates to environment, resources, economic and

social conditions. In many respects these relate also to the institutional and

political context, as these two factors are important for setting objectives

and targets, and also determine the ability to maintain suitable conditions.

More specifically in relation to this project, the following key factors impact

on the sustainability of the transport system:

Design

Aspects such as surface treatment or the design of curbs can hinder

mobility; sustainable design will allow for the movement of intended users of

facilities. For example, people pushing trolleys or carts need free movement

on designated routes. Such routes have not been identified for a review

of design of surfaces, curbs and street furniture. Anything that hinders

pedestrian movement will also have a negative impact on public transport.

Maintenance

Obstacles to movement include the quality of surfaces, so things like

broken or missing surfaces will reduce the level of service and undermine

the sustainability of the transport system. Institutional capability to maintain

infrastructure therefore impacts on sustainability. Diversity and inconsistency

of designs in the CBD make maintenance more difficult.

Enforcement

Management of traders, parking and other activities can affect movement

on the street as well as the boarding and alighting of public transport

passengers. There are locations where law enforcement officers find it

difficult to carry out their duties, for example in the trading areas on Kazerne

in the mornings and Wanderers in the evenings. Illegal activities of public

transport operators also affect safety and the viability of operations. Currently,

design of public transport facilities is not adequate for operational needs,

and thus encourages inappropriate behaviour.

Operations

Illegal and inappropriate activity is usually an indicator of unsustainable

design or maintenance. Traders crowding pedestrians, or taxis off loading

passengers in the middle of streets, are examples, of behaviour that

indicates shortcomings in the system that place stress on the financial

sustainability of businesses.

Introduction

Long Distance bus driver on a break after driving

from Cape Town.


SOURCE: Taxi & Rail: Arcus Gibb & ASM, 2010. Johannesburg Inner City Traffic & Transportation Study, JDA. Buses: Bus company websites

Major Cities

Cities with Airport

Rail

Cross Border Rail

Bus

Cross Border Bus

Taxi

Cross Border Taxi

N

Polokwane

Durban

Port ElizabethCape Town

NelspruitRustenburg

JohannesburgPark Station

Bloemfontein

PretoriaNAMIBIA

BOTSWANA

ZIMBABWE MOZAMBIQUE

SWAZILAND

SOUTH AFRICA

East London

Kimberly

Musina

Upington

Komatiport

LESOTHO

Vorcester

George

Figure 1.1

Destinations: National Rail, Bus & Taxi


SOURCE: Arcus Gibb & ASM, 2010. Johannesburg Inner City Traffic & Transportation Study, JDA.

Rail 15%

Gautrain 0%

BRT 1%

Bus 7%

Taxi 45%

Cars 32%

Figure 1.2

Modal Split, 2010


N

0 50 100 200

Metro Mall

Kaserne

Noord Street

The Bridge

Park Station

Wanderers

Wanderers Street

King George Street

Gautrain

Cross Border

Noord & Claim Street

Transport hubs

500m walking distance

1000m walking distance

1 2

3

4

5

6

7

8

9

10

11 2

3

4

5 6

7

89

10

1 1

10

10

Figure 1.3

Walking Distances from Transport Hubs


0 50 100 200

N

SOURCE: ARUP, May 2011, Typical Traffic Volume map [AM peak]

0 - 500

500 - 1500

1500 - 3000

> 3000

Note: The traffic data has been extract from the City of Johannesburg SATURN traffic model & should be viewed as representative only of traffic volumes on the surrounding road network.

Figure 1.4

Movement of Vehicles: Typical Traffic Volume [AM peak]


1

Desire lines for selected node(s) [total am 2hr peds]

Jhb CBD Pedestrian Model Scenario 1003: AM 2 Hour Factored Pedestrians 2006-08-06 17:35 (rory.williams) 500

10001500

20002500

1

Desire lines for selected node(s) [total am 2hr peds]

Jhb CBD Pedestrian Model Scenario 1003: AM 2 Hour Factored Pedestrians 2006-08-06 17:36 (rory.williams) 500

10001500

20002500

1

Desire lines for selected node(s) [PM total peds]

Jhb CBD Pedestrian Model Scenario 1004: PM 2 Hour Factored Pedestrians 2006-08-06 17:41 (rory.williams) 500

10001500

20002500

1

Desire lines for selected node(s) [PM total peds]

Jhb CBD Pedestrian Model Scenario 1004: PM 2 Hour Factored Pedestrians 2006-08-06 17:42 (rory.williams) 500

10001500

20002500

AM Inbound AM Outbound

PM Inbound PM Outbound

SOURCE: ARUP, August 2006, JHB CBD Public Transport Interchange - Pedestrian Transport Report, JDA.Figure 1.5

Movement of Pedestrians


SOURCE: ARUP, August 2006, JHB CBD Public Transport Interchange - Pedestrian Transport Report, JDA.2 - 6

PARK STATION

National Station Precinct Planning Project Phase 1

Pedestrian movement in the area is heavily influenced by the location of taxi ranks and the station in relation to each other and the routes that serve them. The ranks and stations serve different geographic areas of Johannesburg and beyond the city. There is some overlap of the areas served, but generally passenger transfers in the CBD are needed to complete a significant proportion of commuting trips (around 80%) because of the areas served by taxi associations, specific routes, rail lines and busservices. Transfers are also influenced by other factors influencing mode choice, such as the perceived levels of safety, frequency of service, and the relative costs of different modes.

The strong taxi movement along Bree and Plein Streets, and north-west on access routes to Metro Mall, Park Station and Jack Mincerresult in a high level of disembarking activity along east-west streets such as Bree and Plein, and on north-south routes near the major ranks. Parts of Plein and Bree Streets are as heavily used for east-west walking as some of the north-south routes between the CBD and Braamfontein.

In the morning two hour peak period around 38 000 passengers enter and exit Park Station. The volumes at Jack Mincer are of the same magnitude whilst around 28 000 passengers enter and exit Metro Mall in the morning peak period.

Pedestrian Movements – Morning peak

STATUS QUO – MOBILITY

AM pedestrian desire lines

2 - 7

PARK STATION

National Station Precinct Planning Project Phase 1

The afternoon peak hour pedestrian movements are evenly split between eastbound and westbound. One third of people walking into the station to take the train in the AM peak are dropped off by taxis on Bree, Plein or Jeppe Streets.

Much of this taxi-related activity avoids the ranks altogether; and since the streets are not designed for it, there is a high level of pedestrian-vehicular conflict in a number of key locations.

The issue is not primarily of road capacity, but of safe boarding and alighting facilities that do not cause undue delay to drivers and passengers. Pedestrian flows are influenced not only by movement between formal public transport facilities, but also bylevels of comfort and security and the desire to undertake activities such as shopping.

Parts of Wanderers Street are avoided by many pedestrians who choose to walk through the long distance rank (east of Park Station), which is perceived to be safer.

There is a clear interaction between pedestrians and informal trade throughout the primary study area. Some of the trading areas are planned and formalised, while others have emerged as an organic response to the need for exposure.

In the evening two hour peak period around 57 000 passengers enter and exit Park Station. The volumes at Jack Mincer are significantly lower in the PM peak at around 21 000 passengers whilst around 42 000 passengers enter and exit Metro Mall in theevening peak period.

PM pedestrian desire lines

Pedestrian Movements - Afternoon peak

STATUS QUO – MOBILITY

NN

PM Pedestrian Desire LinesAM Pedestrian Desire Lines

Figure 1.6

Movement of Pedestrians: Pedestrian Desire Lines


0 50 100 200

N

SOURCE: On site observations by ARUP & Google Streetview, April 2011.

one lane

two lanes

three lanes

four lanes

Park Station Sub-Precinct

Railway Lines

Prasa Assets

Study Area

Out of Study Area

Figure 1.7

Movement of Vehicles: Lane capacity & Direction


0 50 100 200

N


Class 5

Class 4

Class 3

Class 3 roads

[mobility roads/collectors]

Connection between

neighbourhoods nodes & the

mobility spine network.

Class 4 roads

[ activity streets/local

distributors]

Roads within defined residential

areas or zones

Class 5 roads

[residential streets]

Roads within defined residential

areas or zones

Railway Lines

Prasa Assets

Study Area

Out of Study Area

Figure 1.8

Movement of Vehicles: Road Hierarchy


0 50 100 200

N

SOURCE: On site observations by ARUP, April 2011.

Problematic

Intersection

Friction Area

[Pedestrian Vs Vehicles]

Railway Lines

Prasa Assets

Study Area

Out of Study Area

Figure 1.9

Areas of Modal Friction


0 50 100 200

N

SOURCE: On site observations by ARUP, April 2011.

Congestion Points

Major Routes

Bridges

Railway Lines

Prasa Assets

Study Area

Out of Study Area

Figure 1.10

Status Quo - Congestion points


0 50 100 200

N



Railway Lines

Prasa Assets

Study Area

Out of Study Area

Figure 1.11

Key Pedestrian Movement around Park Station


0 50 100 200

N

AM:63

PM:100

AM:22

PM:23

AM:1

PM:1

AM:159

PM:180

AM:13

PM:15

AM:42

PM:45

AM:94

PM:105

AM:31

PM:38

AM:25

PM: _

AM: _

PM: 4

AM: _

PM:12

AM:28

PM: _

AM: 3

PM: _

AM: _

PM: 4

AM: _

PM:13

AM: _

PM: 3

AM: _

PM: 5

AM:52

PM:85AM: _

PM: 51

AM:45

PM:34AM:34

PM:36

AM: _

PM: 60

AM:86

PM:94

SOURCE: Arcus Gibb & ASM, 2010. Johannesburg Inner City Traffic & Transportation Study, JDA. On site counts by ARUP indicate pedestrians per minute taken during one day of observations


Railway Lines

Prasa Assets

Study Area

Out of Study Area

Figure 1.12

Pedestrian Movement around Park Station with Counts

AM:0

PM:0


0 50 100 200

N



Railway Lines

Prasa Assets

Study Area

Out of Study Area

Figure 1.13

Key Pedestrian Movement around Park Station

A Greyhound station manager.



Mafikeng

Klerksdorp

Potchefstroom

Vanderbijlpark

Vereeniging

Volksrust

Springs

Pretoria

Hoedspruit

Nelspruit

Soweto


Figure 1.14

Destinations: Regional Rail Destinations



Pretoria

Polokwane

Mokopane

Nelspruit

Rustenburg

Figure 1.15

Destinations: Regional Bus Destinations




Cape TownKimberleyUpington

KlerksdorpKuruman

PotchefstroomTaung / Vryburg

PampierstadKhuma

RustenburgMafikengGaboroneKlerksdorp

Potchefstrrom

HammanskraalLebowakgomo

BulawayoGiyane

PolokwaneTzaneenVenda

Mokopane

BurgersfortBushbuck Ridge

PhalaborwaWitbankErmelo

NelspruitBushbuckridge

PietermaritzbergLadysmith

New CastleNhlazatshe

UlundiSterkspruitBergville

NongomaVryheid

Free StateQwaqwaWardenFlagstaff

Former TranskeiKing WilliamstownThe Former Ciskei

DundeeDurban

EmpangeniEshoweHluhluweManguzaMkhuseUlumdi

Figure 1.16

Destinations: Regional Taxi Destinations


A lady waiting for a bus on the pavement.



Formal Taxis

Informal Taxis

N

12

3

4

5 6

7

8

9

10

11

12

13

18

14

15

16

17

19202122

23

Figure 1.18

Position of Transport Hubs: Taxi


Formal Taxis

Informal Taxis

Formal Minibus Taxis

1 Metro Mall Rank

2 Metro Mall Rank

Commuter

Building

Ranking 241

Holding 1900

3 Park City (Wanderers Rank)

Long-Distance

Roof Structure

Ranking 81

Holding 10

4 Park Central (Jack Mincer) Rank

Commuter

Building

Ranking 81

Holding 336

5 Noord Taxi Rank (The Bridge)

Commuter

Building

Ranking 66

Holding 45

6 Corner Quartz & Noord Rank

Long-Distance

Roof Structure

Ranking 7

Holding 8

Informal Minibus Taxis

7. Kaserne Taxi Rank

Commuter

Building

Holding 500

8. Gwigwi Mrwebi street Taxi Rank

Commuter

Activity

Holding capacity [to be confirmed]

Ranking capacity [to be confirmed]

9. Wanderers & Wolmarans Taxi Rank

Commuter

Activity

Ranking 50

10. King George street Taxi Rank

Commuter

Activity

Ranking 15

11. Plein & Wanderers Taxi Rank

Commuter

Activity



12. Von Wielligh & De Villiers Taxi Rank

Commuter

Activity



13. Joubert Park [between Twist & Bok] Taxi Rank

Commuter

Activity



14. Leyds street Taxi Rank

Long distance

Activity

15. Bok street [between Claim & Banket] Taxi Rank

Commuter

Activity



16. Hancock [between Claim & Banket] Taxi Rank

Commuter

Activity



17. Noord [between Claim & Banket] Taxi Rank

Commuter

Activity



18. Quartz & De Villiers Taxi Rank

Commuter

Activity



19. Kruis & Jeppe Taxi Rank

Commuter

Activity



20. Jeppe & Von Brandis Taxi Rank

Commuter

Activity



21. Eloff & Jeppe Taxi Rank

Commuter

Activity



22. Jeppe [between Rissik & Joubert] Taxi Rank

Commuter

Activity



23. Rissik & Plein Taxi Rank

Long distance

Activity

Ranking 50

Transport Hubs: Taxi


Metro Mall / Bree Street Rank

Wanderers Rank

Park Central /Jack Mincer Rank

Bridge Rank

9 10 11

12 13

86

5

2

1

7

15

14

16


Metro Mall / Bree Street Rank

Formal

Informal

3

4

Figure 1.19

Destinations: Local Taxi

N


Formal

Informal


Randburg

Strydom Park

Honey Dew

Fourways

Craighall

Greymount

Baragwanath

Diepkloof

Dobsonville

Eldorado Park

Klerkdorp

Meadowlands

Orlando

Semaome

Naledi

Zola

Protea Glen

Tshepisong

Rockville

Phefeni

Dube

Chiawelo

Dimville

Pinetown

Freedom Park

Lawley

Nancefield

Kagiso

Krugersdorp

Roodepoort

Westgate

Benoni

Brakpan

Springs

Imbalenhle

Orange Farm

Faraday

Yeoville

Nuturena

Southgate

Diepkloof (all zones)

Dube

Orlando

Rockville

Baragwanath

Booysens

Gold Reef City

Gold Sport

Heidelberg

Natalspruit

Rondebult

Spruitview

Vosloorus

Edenvale

Modderfontein

Eastgate

Eastleigh

Eastrand Mall

Everton

Leondale

Mailula Park

Villa Liza

Windmill Park

Halfway House

Kyalami

Midrand

Mabopane

Pretoria

Centurion

Alexandra

Bryanston

Fourways

Gallomanor

Highgate

Kelvin

Limbro Park

Lyndhurst

Lonehill

Morningside

Norwood

Parkmore

Rivonia

Sandton

Waterfront

WoodmeadDiepkloof (all zones)

Dobsonville

Dube

Eldorado Park

Orlando

Rockville

1

2

5

6

7

8

9

10

11

12

13

14

15

16 Yeoville

Berea

4

3

Destinations: Local Taxi


1

2

3

4

5

6

7

8

9

1011

13

12

19

1614

15

1718

20

26

21 22

23

24

25

Formal Metered Taxis

Informal Metered Taxis

SOURCE: Arcus Gibb & ASM, 2010. Johannesburg Inner City Traffic & Transportation Study, JDA. On site observations by ARUP

N

Figure 1.20

Position of Transport Hubs: Metered Taxi





1 Corner Smit & Quartz Street

2 Corner Wanderers & Wolmarans Street

3 Corner Twist & Loch Street

4 Corner Twist & De Villiers Street

5 Corner Bree & Von Wielligh Street

6 Corner King George & De Villiers Street

7 Bridge Shopping Centre / Wolmarans Street

8 Corner Von Wielligh & Bree Street

9 Small Street Mall

10 Corner Eloff & Plein Street

11 Corner Joubert & Plein Street

12 Corner Rissik & Bree Street

13 Corner Rissik & De Villiers Street

14 Gwigwi Mrurloi Street

15 Corner Bertha & Bree Street

16 Corner Von Brandis & Bree Street

17 Corner De Korte & De Beer Street

18 Corner De Korte & Melle Street

19 Hospital Street

20 Corner Bertha & Jorrisen Street


21 Corner Loveday & Leyds

22 Park Station

23 Wanderers Rank

24 Corner Von Wielligh & Bree Street

25 Corner Von Wielligh & Jeppe Street

26 Corner Sauer & Jeppe Street

Transport Hubs: Metered Taxi



Kru

gers

dorp

Win

dsor

Min

e

Luip

aard

svle

i

Prin

cess

Witp

oortj

ie

Hor

ison

Roo

depo

ort

Lam

wen

Bos

mon

t

Mar

aisb

urg

Uni

ted

Flor

ida

Ham

berg

Geo

rgin

a

Indu

stria

Wes

tbur

y

New

clar

e

Nal

edi

Pho

mol

ong

Ikw

esi

Dub

e

Ple

feni

INhl

azan

e

Mer

afe

Mzi

mhl

ope

Mlamlankunzi

Longdale

New Canada

Croesus

OrlandoNASREC

Cro

wn

Boo

ysen

sWestgate

Village main

Faraday

Park station

City deep

Benrose

Hillview

India

Gosforth Park

Lang

laag

te

Bra

amfo

ntei

n

May

fair

Gro

sven

or

Jepp

e

Doo

rnfo

ntei

n

Ellis

Par

k

Toor

onga

Drie

hoek

Cle

vela

nd

Gel

denh

uys

Den

ver

Geo

rge

Goc

h

Pre

side

nt

Refi

nery

Ger

mis

ton

Wes

tG

erm

isto

n S

outh

Web

ber

park

Hill

Ger

mis

ton

lake

Sim

pan Elsburg

DallasWatties

Union

Randwater

MpilisweniAngus

Natalspruit

Rooikop

Kliprivier

Daleside

Kookrus

Skansdam

Henley-on-Kip

Meyerton

Alloy

Redan

GrootvleiKragstasie

VereenigingLeeuhof terreinYskor

Anglers

Lawley

Kliptown

Tshlawelo

Midway

Lenz

Nancefield

Houtheuwel

Kwaggastroom

Eatonside

Residentia

Stretford

Grasmere

Midannadale

Kleigrond Leeu

hof

Dun

canv

ille

Wesrand

Maizelands

Vleikop

Oberholzer

Bank

Central

Millsite

Robinson

Homelake

Randfontein

Middelvlei

Welverdiend

Kle

rksd

orp

Gou

dryk

Suu

rbek

om

Wat

erw

orks

Gou

deon

Wes

tona

ria

Potchefstroom

Mafikeng

Pre

toria

Springs

Kutalo

Elsburg

Wadeville

Katlehong

Lindela

Pilot

Kwessie

Glenroy

Heidelberg

Kaydale

Driemanskap

Springs

Mapleton

Vosl

ooru

st

Kas

erne

Wes

t

Alb

erto

n

Spoornet

Metrorail

Stations

Figure 1.21

Destinations: Local Rail


Spoornet

Metrorail

Stations


N

Park Station

Park Station - Gautrain

Railway Station

Railway Line

1

2

2

1

Figure 1.22

Position of Transport Hubs: Rail


SOURCE: Official websites: Putco, City of Johannesburg, Rea Vaya, March 2010

Putco

Metro

Rea Vaya [BRT]

Bronkhorstspruit

Mamelodi

Soshanguwe

Kaalfontein

Midrand

Towards Mpumalanga

Louis Botha Avenue

Germiston / Boksburg

Alexandra

Bellevue

YeovilleJoe Slovo Drive

Alberton

Eastgate

NaturenaEldorado Park

Dobsonville

Jabulani

Fairlands

Northgate

Strijdom Park

Beverly Gardens

Randburg

Sunninghill

Auckland Park

Northern Suburbs

Baragwanath

Soweto

Johannesburg

Park Station

Pretoria

Sandton

Lenasia

Figure 1.23

Destinations: Local Buses



Formal Bus Terminals

Informal Bus Terminals

N

Park StationLong Distance Bus Facility

Leyds StreetLong Distance Bus Facility

Corner Biccard & Wolmarans SreetLong Distance Bus Facility

1

2

3

1

23

Figure 1.24

Position of Transport Hubs: Bus


BRT

Putco bus

Metro bus

BRT Station

Putco Bus Stop

Routes: Local Buses


Figure 1.24

N

MOVEMENT & TRANSPORT STATUS QUO 49Transport Identity Cards

1. Transport accommodation

a. Accommodation list Taxi Rankb. Destination Long distancec. Capacity of the location Ranking: 81 bays, Holding: 10 bays, Maximum accumulation between 14:00 to 14:15 = 158 vehiclesd. Occupancy of the location 100%e. Conditions of the facility Goodf. Supply Under supply g. Interdependency to other transport activities Holding at Kazerne

2. Ownership

a. Land Owner / Landlord PRASAb. Formal vs. informal Formal

3. Operations

a. Overall management body of the facility [to be confirmed]b. Quantity of tenants / associations 7 taxi associationsc. Quantity of operators [to be confirmed]d. Vehicle seater types [to be confirmed]

4. Supporting activities

a. Type of activities No other activity c. Operating hours [to be confirmed]d. Passenger numbers 18 330 / day

5. Movement

a. Movement of people 70 % travelling home, 14% travelling to work, 2% shopping, 11% going on vacation, 3% unclassifiedb. Movement of freight & luggage Freight N/A - Luggage - Informal c. Parking provision N/A

6. Safety

a. Security measures [to be confirmed]b. Perceived safety Fair

Wanderers Taxi RankTransport Hub

Wanderers Taxi rank is located towards the south-

eastern corner of Park Station & predominantly

serves long distance & cross border travellers.

500m walking radius


Figure 1.25


The Bridge Taxi RankTransport Hub

The Bridge Taxi rank is located towards the south-

eastern corner of Park Station

500m walking radius


a. Accommodation list Taxi Rankb. Destination Sowetoc. Capacity of the location Ranking: 66 bays, Holding: 45 baysd. Occupancy of the location 100%e. Conditions of the facility Fairf. Supply Under supply g. Interdependency to other transport activities [to be confirmed]

2. Ownership

a. Land Owner / Landlord PRASA - long lease agreement in place with private entity b. Formal vs. informal Formal

3. Operations

a. Overall management body of the facility [to be confirmed]b. Quantity of tenants / associations [to be confirmed]c. Quantity of operators [to be confirmed]d. Vehicle seater types [to be confirmed]


a. Type of activities Commercial c. Operating hours [to be confirmed]d. Passenger numbers [to be confirmed]

5. Movement

a. Movement of people Travelling home, Travelling to work, shoppingb. Movement of freight & luggage Freight N/A - Luggage - Informal c. Parking provision [to be confirmed]

6. Safety

a. Security measures Private b. Perceived safety Fair

Transport Identity Cards


Figure 1.26


Jack Mincer Taxi RankTransport Hub

Jack Mincer Taxi rank is located towards the

south-eastern side of Park Station

500m walking radius


a. Accommodation list Taxi Rankb. Destination [to be confirmed]c. Capacity of the location Ranking: 81 bays, Holding: 336 baysd. Occupancy of the location 100%e. Conditions of the facility Goodf. Supply Under supply g. Interdependency to other transport activities [to be confirmed]

2. Ownership

a. Land Owner / Landlord [to be confirmed]b. Formal vs. informal [to be confirmed]

3. Operations



a. Type of activities No other activityc. Operating hours [to be confirmed]d. Passenger numbers [to be confirmed]

5. Movement

a. Movement of people [to be confirmed]b. Movement of freight & luggage [to be confirmed] c. Parking provision [to be confirmed]

6. Safety

a. Security measures [to be confirmed]b. Perceived safety [to be confirmed]



Figure 1.27


Kaserne Taxi RankTransport Hub

Kaserne Taxi rank is located towards the south-

western side of Park Station & predominantly is

used as a taxi holding facility

500m walking radius

1. Accommodation (ranking, holding, facilities, activity)

a. Accommodation list of the transport location Taxi Rank with Shopping Centre above b. Capacity of the location Holding: 500 bays, Maximum accumulation between 14:00 to 14:15 = 560 vehicles c. Occupancy of the location 520 taxisd. Conditions of the location & facilities Poore. Growth need of the location & facilities In Demand

2. Ownership

a. Land Owner / Landlord CoJb. Management & maintenance [to be confirmed]c. Formal vs. informal occupation / activity Formal

3. Operations & operating structure

a. Overall management body of the location / activities [to be confirmed]b. Quantity of tenants / associations for the location / activities 6 taxi associationsc. Taxi operators [to be confirmed]d. Vehicle numbers & types [to be confirmed]e. Seats [to be confirmed]

4. Activities

a. Interdependency to other locations / activities Ranking at Wanderers Taxi Rankb. Purpose of the transport location (transport & other activity) Taxi holding c. Other activities - formal vs. informal Informal support - cooking / trading

5. Activity Cycle

a. Operating hours of respective activities [to be confirmed]b. Activity cycles (daily / weekly / monthly) [to be confirmed]c. Passenger numbers vs. visitor numbers & cycles N/A

6. Movement

a. Movement of people to & from the transport location [to be confirmed]b. Movement & handling of Freight & luggage [to be confirmed]d. Parking provision N/A

7. Safety

a. Security measures [to be confirmed]b. Perceived safety Not safe


Figure 1.28


Metro Mall Taxi RankTransport Hub

Metro Mall Taxi rank is located towards the south-

westerm side of Park Station500m walking radius


a. Accommodation list Taxi Rankb. Destination Localc. Capacity of the location Ranking: 241 bays, Holding: 1900 baysd. Occupancy of the location 100%e. Conditions of the facility Goodf. Supply Under supply g. Interdependency to other transport activities [to be confirmed]

2. Ownership

a. Land Owner / Landlord [to be confirmed]b. Formal vs. informal Formal

3. Operations



a. Type of activities Retail, trading c. Operating hours [to be confirmed]d. Passenger numbers [to be confirmed]

5. Movement

a. Movement of people [to be confirmed]b. Movement of freight & luggage [to be confirmed] c. Parking provision N/A

6. Safety



Figure 1.29


Park StationTransport Hub

Park Station is located at the centre of the Park

Station Sub-Precinct

1000m walking radius


a. Accommodation list Railway Station, Bus Station , Metered Taxi b. Destination Cross border, Long Distance, Local c. Capacity of the location [to be confirmed]d. Occupancy of the location 100%e. Conditions of the facility Goodf. Supply Under supply g. Interdependency to other transport activities [to be confirmed]

2. Ownership

a. Land Owner / Landlord PRASA b. Formal vs. informal Formal

3. Operations

a. Overall management body of the facility PRASA b. Quantity of tenants / associations [to be confirmed]c. Quantity of operators 61 Bus operators d. Vehicle seater types 52 x 69 seater buses per day


a. Type of activities Commercial, Retail, Transport operations & management c. Operating hours 4:00 am to 11:00 pm d. Passenger numbers 150 000 rail passengers excluding transfers per day, 3050 bus passengers per day

5. Movement

a. Movement of people Morning peak trip purpose: 1100 - to work, 400 - education, 100 - shop, 100 - visiting, 120 - other Off peak trip purpose: 640 - to work, 460 - education, 320 - shop, 280- visiting, 460 - other b. Movement of freight & luggage [to be confirmed] c. Parking provision 630 casual parking

6. Safety

a. Security measures PRASAb. Perceived safety Good



Figure 1.30


Gautrain StationTransport Hub

Gautrain Station is located towards the northern

side of Park Station

500m walking radius


a. Accommodation list High Speed Railway Stationb. Destination Gauteng c. Capacity of the location Initial peak line 4590 pax/hour - with capacity to doubled. Occupancy of the location Not yet operational e. Conditions of the facility Under constructionf. Supply Under construction g. Interdependency to other transport activities [to be confirmed]

2. Ownership

a. Land Owner / Landlord [to be confirmed]b. Formal vs. informal Formal

3. Operations

a. Overall management body of the facility Gautrain b. Quantity of tenants / associations [to be confirmed] c. Quantity of operators 1 operatord. Vehicle seater types [to be confirmed]


a. Type of activities No other activityc. Operating hours [to be confirmed]d. Passenger numbers forecast - 46320 daily users

5. Movement

a. Movement of people [to be confirmed]b. Movement of freight & luggage [to be confirmed] c. Parking provision 552 park & ride bays, 2 kiss & ride bays, 20 car hire bays

6. Safety

a. Security measures [to be confirmed]b. Perceived safety [to be confirmed]



Figure 1.31

Transport Identity CardsTransport Identity Cards


Zimbabwe Bus RankTransport Hub

Zimbabwe Bus rank is located towards the north

- western side of Park Station & predominantly

serves long distance & cross border travellers.

500m walking radius


a. Accommodation list Bus Rankb. Destination Long distancec. Capacity of the location [to be confirmed]d. Occupancy of the location 100%e. Conditions of the facility Goodf. Supply Under supply g. Interdependency to other transport activities [to be confirmed]

2. Ownership

a. Land Owner / Landlord [to be confirmed]b. Formal vs. informal Informal

3. Operations



a. Type of activities Retail, trading c. Operating hours [to be confirmed]d. Passenger numbers [to be confirmed]

5. Movement


6. Safety




Figure 1.32



a. Accommodation list Taxi Rankb. Destination Gauteng & Long distance c. Capacity of the location Ranking: 15 baysd. Occupancy of the location 100%e. Conditions of the facility N/Af. Supply Under supply g. Interdependency to other transport activities Holding at Kazerne

2. Ownership

a. Land Owner / Landlord CoJb. Formal vs. informal Informal

3. Operations

a. Overall management body of the facility [to be confirmed]b. Quantity of tenants / associations [to be confirmed] c. Quantity of operators 8 taxi operatorsd. Vehicle seater types [to be confirmed]


a. Type of activities Street tradingc. Operating hours [to be confirmed]d. Passenger numbers [to be confirmed]

5. Movement


6. Safety

a. Security measures [to be confirmed] b. Perceived safety Fair


Figure 1.33

King GeorgeTransport Hub

King George is located towards the east of Park

Station

500m walking radius


MOVEMENT & TRANSPORT STATUS QUOParking Facilities: Public & private

SOURCE: On site observations by ARUP Figure 1.34

2

7

N

16

4

Parking facility

De Villiers Street

Vuselela Place

Hedley Chilvers

Park Station

Parktonian Hotel

Unknown

Gautrain

1 2

3

4

5

6

7

3

5

Umjantshi House

Park Station

Bridge Shopping

Metro Park

Creche

Shosholoza Meyl

Train simulator

South Station

Rotunda

Lab building

A B

C

D

E

F

G

H J

K

A

B

C

DEF

G

H

J

K


Parking facility

De Villiers Street

Vuselela Place

Hedley Chilvers

Park Station

Parktonian Hotel

Unknown

Gautrain

Name Operator Bays Usage per day Private/Public Covered/not covered Levels Cost per hour Activity cycle

1 2 De Villiers street Interpark 165 135 [80%] Semi public (131 bays) Covered (Car ports) Ground level R8/hour 7 am to 5pm

2 Vuselela place Interpark 105 77 [73%] Private Covered Basement R330/month 24hrs [access card holders]3 Hedley Chilvers Eskom 259 259[100%] Private Covered Ground level Eskom staff only 6am to 6pm4 Park Station Interpark 310 310[100%] Public Not covered Street level R6/hour 24 hours Interpark 267 140[52%] Public 60% Covered Ground level R6/hour 24 hours

5 Parktonian Hotel Interpark 400 292[73%] Semi public (199) Covered Parkade R6/hour, R20 overnight 24 hours6 Unknown Universal Not available Full [church services] Covered Parkade Free During church services Church7 Gautrain [Still under construction]

PRASA Asset Parking bays Name Bays Usage per day Private/Public Covered/not covered Levels Activity cycle

A Umjantshi House 412 256 [62%] Staff and visitors 90% covered Basement & ground level Office hoursB Park Station 130 130 [100%] Staff and Tenants Not covered Ground level and Rissik street level Office hours C Bridge Shopping 80 80 [100%] Tenants Covered Basement 5am to 18:00pm (tenants only)D Metro Park 168 168 [100%] Staff Covered Ground level Office hoursE Creche 67 67 [100%] Staff of Shosholoza Meyl Covered Ground level Office hoursF Shosholoza Meyl 119 119[100%] Staff Covered Ground level Office hours

G Train simulator [Still under construction] N/A H South Station No parking bays provided N/A J Rotunda No parking bays provided N/A K Lab Building No parking bays provided N/A

Umjantshi House

Park Station

Bridge Shopping

Metro Park

Creche

Shosholoza Meyl

Train simulator

South Station

Rotunda

Lab building

Parking facilities: Public & private


Key Facts

Delivery frequency Daily, 5 - 6 trucks

Freight origin Alexandra, City Deep, Denver

Type of goods Variety

Type of vehicles Variety

Delivery bay Off street

TAXI RANK BUTCHERY Mr. Martin Ferreira

Key Facts

Delivery frequency Daily, busiest 15 trucks/day

Freight origin Durban & various Gauteng

origins


Type of vehicles 1 - 18 ton

Delivery bay Dedicated delivery area

BOXER SUPERSTORESMr. Nathan

Key Facts

Delivery frequency Daily, 10 trucks

Freight origin Newtown Distribution Centre


Type of vehicles 1 - 18 tons


CAMBRIDGE FOODSMr. Vuka Ngambosi

Key Facts


Freight origin Wynberg, Tembisa, City Deep,

Denver, Springs




PARK CITY SUPERMARKET Mr. Eduardo Defreitas

Freight Movement



Key Facts


Freight origin Various Gauteng origins

Type of goods Bread, cooldrinks, books

meat, vegetables & flour



PARK STATIONMrs. Lekwane & Mr. Van Renseburg

Key Facts


Freight origin Various Gauteng origins

Type of goods Clothing & shoes

Type of vehicles 1- 8 tons


CHINESE DISTRIBUTION CENTRE Mr. David Fu

Key Facts


Freight origin Pretoria, Klerksdorp, Dundee

Type of goods Meat

Type of vehicles 6 - 12 ton


DE VILLIERS ST. BUTCHERY Mr. Andre du Plessis

Key Facts

Delivery frequency 2-4 trucks per day

Freight origin Various location in JHB

Type of goods Chips, sweets, soft drinks

Type of vehicles 1-8 tons


BONGO WHOLESALERS [not within our study area]

Freight Movement


MOVEMENT & TRANSPORT STATUS QUO 63Freight Movement - Supermarkets & wholesaler


6

2

3

N

45

7

8

1

Supermarket/wholesaler

Park Station delivery

Park Station

Taxi Rank Butchery

Boxer Superstores

Cambridge Foods

Park City Supermarket

Chinese Distribution Ctr

De Villiers St. Butchery

Bongo Wholesalers

Noord Street Butchery

1 2

3

4

5

6

7

8

9

9

“I would like to live closer to work but I am finding it difficult to find affordable accommodation. I could afford between R700 to R1000 per month.”

Vusi BrownGreyhound porter based at Park Station, 2011.

LAND USEPark Station Sub-precinct Development Framework

CHAPTER 2

The assessment of land potential, economic & social conditions in order to select the best land-use options.

LAND USE STATUS QUO

STRATEGIC CONTEXT

The character of the land uses are intrinsically linked with the role of the Sub-

precinct as the biggest transport interchange in the country. Incorporating

various transport modes such as rail, bus, taxi, car, it forms the heart to an

intricate network of linkages, connecting with a wide range of local, national

and international origins and destinations.

Its strategic location also makes the Sub-precinct into one of the places of

highest accessibility within the Gauteng City region.

Due to its central location at the heart of the Inner-city, the Sub-precinct also

has a significant role to play in connecting the various Inner-city precincts

with their own distinct identity, land-uses, socio-economic profile and role

within Johannesburg.

The complexity of the Sub-precinct’s strategic nature is clearly visible in

competing trends, fragmentation of functions, the continuous tension

between formal and informal activities as it aims to respond to a wide variety

of socio-economic factors.

This chapter provides an overview of the formal land uses only, however

it needs to be considered within a broader socio-economic context (refer

Chapter 5) to provide a more inclusive understanding of the dynamic and

rich mix of the uses on this site.

Introduction

Storage unit on wheels for a Hawker to keep and

transport his goods.

LAND USE STATUS QUO

Education

There are significant trends visible in terms of educational facilities and

associated services. The Study area is located in between two major

institutional anchors of higher learning; the Witwatersrand University northwest

of Braamfontein and the University of Johannesburg in Doornfontein.

The Braamfontein area demonstrates a growth in colleges and further

education and training centres South of Park Station various schools (Junior,

High-school) have been identified.

The growing number of students and school children in the area dictates

the need for increased accommodation, social facilities, entertainment,

public space and moreover improved connectivity with the Park Station

Interchange Hub.

CURRENT LAND USES AND TRENDS

Transport

The Sub precinct forms the heart to the Transport and Interchange Hub

associated with Park Station. Therefore the land uses consist predominately

out of transport or associated functions. Key facilities include Park City

(Wanderers) Taxi rank, the Gautrain Station, the Park Station Long Distance

bus facility, Shosholoza Meyl Rail Facility and the Park Station Parking facility.

Bus, taxi and train interchanges, ranks or stations are opportunities for

economic activity. The informal trade has flourished as a result of this and

has spread to such an extent that the trader’s activity interferes with other

transport precinct demands.

On the other hand the integration between transport infrastructure and other

formal land uses is minimal as transport facilities are planned and operated

as separate entities and not as multi-modal mixed use environments.

The lack of integration is detrimental to the catalytic potential of the Park

Station transport hub in unlocking opportunities for the broader Inner city.

The emerging improvements to public transport such as the introduction of

the Gautrain and the Rea Vaya BRT, provides the opportunity to strengthen the

trend towards more sustainable high density and mixed-use development,

both of which support policies of various government sectors.

Introduction

A general trading store on the western end of

De Villiers Street.

LAND USE STATUS QUO

Social infrastructure

There is a significant lack of social amenities to support the substantial

growth in residential accommodation. This includes a wide variety of land

uses such as public space, recreation, child care and education, gathering

spaces.

Existing community facilities are predominantly located on the South –East

side of the study area with linkages to the northern residential hub of Hillbrow.

Residential

Due to the significant demand for lower to middle income rental stock, there

is a growing trend within the Inner city to convert low grade commercial, light

industrial and older residential hotel buildings into rental accommodation

directed at the lower middle income and affordable housing market. This

trend is tangible in the area immediately south form Park Station and in

certain areas within Hillbrow.

There is further a growing demand for accommodation catering for both

student and young professionals. High rise developments in Braamfontein

are accommodating a growing student population, interspersed with

apartments for young professionals in predominantly mixed use buildings.

Retail and trading

The wholesale and retail sectors are significant to Johannesburg’s economy

with 20% of the City’s gross geographical product, second to the financial

and business services with 22%.1

Historically the Inner City represented the centre of department stores and

restaurants. Over years it has changed form and character towards spots

niche retail, wholesale, personal services, restaurants, fast food outlets,

small-scale and micro shops as well as large informal trade.

Johannesburg’s cross-border shopping phenomenon is significant with

an estimated 1 million shoppers annually contributing an estimated R17

billion to the City’s economy and another estimated R800 million is spent on

formal accommodation.

As a transport hub, the Park Station sub-precinct is at the heart of both

formal and informal economic linkages and performs a key role supporting

the Inner City as a significant retail node for township and Inner City residents

as well as cross border shoppers.

In terms of the study area, is the highest concentration of retail (formal and

informal) located to the south east of park Station (corner Noord Street and

Wanderers Street)? Other significant retails activity can be found spread

across the Braamfontein area.

Introduction

Customers buying liquor from the Emerald Sports

Bar in Koch Street.

LAND USE STATUS QUO

Vacant buildings

As significant amount of buildings is currently unoccupied or under utilised,

gravitating towards the southern part of Braamfontein, along the railway

corridor.

PRASA owned assets including the Rotunda Building, the Lab Building, the

facilities associated with the Shosholoza Meyl Junction and the Blue room

building form part of the vacant building stock and represent a significant

potential for densification.

Land use mix

The existing land use activity pattern demonstrates an increased land use

mix area around the Park Station Transport node. This refers to both the

horizontal mix in plan as well as the vertical configuration of uses. Various

mixed use typologies have been identified with the majority providing retail

at grade.

Parking

For a Parking Status Quo assessment, please refer to Chapter 1 - Movement

& Transport.

Offices

Johannesburg Inner-city remains the largest single office node in the City

as well as in the country.2 It provides more than double the A and B-grade

office space area provided by the next biggest node, Sandton.3

A decline has been noted in affordable office space as there is the current

trend shows a growth in refurbishing C-grade offices into residential.

A new type of demand for office space has been predicted4 generated

by an emerging market of smaller and newly established NGO’s, lawyers,

accountants, private colleges and BEE companies, attracted to the

affordability and accessibility of the Inner city node.

The Status Quo analysis has identified a large amount of existing low grade

offices, which are predominately located to the north of Park station, within

the Braamfontein area.

Governance

The Inner City of Johannesburg is considered as the seat of Governance

and civic identity. The Sub-precinct study area incorporates various facilities

of a civic/municipal nature and is within close proximity of the Johannesburg

Civic Centre.

Introduction

Formalised informal trading along a pedestrianised

area south of Park station.

LAND USE STATUS QUO

0 100 200

N

0 100 200

N

0 100 200

N

0 100 200

N

SOURCE: Johannesburg Inner City Traffic & Transportation Study, Report 1, March 2010. Braamfontein Scoping Study, September 2009, ARUP. On site observations by ARUP during the beginning of 2011.

Offices Transport Nodes

Formal Retail Residential


Railway Lines

Prasa Assets

Study Area

Out of Study Area

Figure 2.1

Land Use

LAND USE STATUS QUO 75

0 100 200

N

0 100 200

N

0 100 200

N

0 100 200

N

SOURCE: Johannesburg Inner City Traffic & Transportation Study, Report 1, March 2010. Braamfontein Scoping Study, September 2009, ARUP. On site observations by ARUP during the beginning of 2011.

Civic / Municipal Facilities Entertainment

Educational Facilities Community Centre / Clinics Places of Worship


Railway Lines

Prasa Assets

Study Area

Out of Study Area

Figure 2.2

Land Use

LAND USE STATUS QUO

SOURCE: Johannesburg Inner City Traffic & Transportation Study, Report 1, March 2010. On site observations by ARUP during the beginning of 2011.

0 50 100 200

N

Residential

Institutional

Religious

Vacant

Educational

Public Transport

Commercial

Retail

Mixed Use 1:

Ground Retail, Residential Above

Mixed Use 2:

Ground Retail, Church Above

Mixed Use 3:

Retail and Transport

Mixed Use 4:Ground Entertainment, Residential

Above


Railway Lines

Prasa Assets

Study Area

Out of Study Area

Figure 2.3

Land Use



Prasa Assets

Business 1

Special

General

Municipal

Residential 4

N

Figure 2.4SOURCE: Aerial Photo 2003 Johannesburg GIS Database. DEFINITIONS: Business 1 = Shops, Dwelling Units, Places of public Worship, Places of Instruction, Social Halls, Canteens, Warehouses, Business Purposes, Residential Buildings.

General = Any use other than noxious industries, Canteen.

Residential 4 = Dwelling units, Residential Buildings excluding a hotel in respect of which an on-consumption licence is granted accordingly to the conditions for the Liquor Act (Act 27 of 1989).

Zoning

LAND USE STATUS QUO

Park Station

Retail

Entertainment

Offices

5am 5pm 9pm 11pm 3am7am 9am 11am 1pm 3pm 7pm 1am

Peo

ple

volu

me

per a

ctiv

ity

12pm 12am

Municipal Facilities

Place of Worship

Education Facilities

SOURCE: On site observations by ARUP during the beginning of 2011.Figure 2.5

Activity Cycles

79

Bustling informal trade between Park Station and

the Wanderers Taxi rank.

LAND USE STATUS QUO

SOURCE: Johannesburg Inner City Traffic & Transportation Study, Report 1, March 2010. On site observations by ARUP during the beginning of 2011.

0 50 100 200

N

Vacant Buildings


Railway Lines

Prasa Assets

Study Area

Out of Study Area

1 Bridge Shopping Centre

Wanderers Taxi Rank

Park Station

Cook House

Umjantshi House

Metro Park

Rotanda

Corner Harrison & Leyds

Platform 19

Lab Building

Shosholoza Meyl

Driver’s Simulation

2

3

4

5

6

7

8

912

3

4

5

6

7

10

11

8

9

1011

12

12

Figure 2.6

Vacant Buildings


Vacant Buildings

SOURCE: On site observations by ARUP during the beginning of 2011.

0 50 100 200

N

Vacant Building

25% Occupied

50% Occupied

80% Occupied

100% Occupied


Railway Lines

Prasa Assets

Study Area

Out of Study Area

Figure 2.7

Occupancy

LAND USE STATUS QUO

Key FactsKey FactsKey FactsKey Facts

Average Floors 6 - 10 Floors

Basement Parking Trend 1-2 Floors

General Location Trend South Eastern & North Western

Edge of Park Station


Basement Parking Trend 0-1 Floor

General Location Trend South Eastern



Basement Parking Trend 0-1 Floor

General Location Trend Northern



Basement Parking Trend None

General Location Trend North Eastern


Adv

ertis

ing

Basement

Retail

Vacant

Basement

Retail

Residential

Basement

Retail

Office

Retail

Place of Worship

TYPE 2 Retail at Grade - Residential Above

TYPE 1 Retail at Grade - Vacant Above

TYPE 3 Retail at Grade - Office Above

TYPE 4 Retail at Grade - Place of Worship Above

Figure 2.8

Mixed Use Typologies


Key Facts

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Key FactsKey FactsKey Facts



General Location Trend Close to Transport Hubs



General Location Trend Northern Edge of Park Station

(Braamfontein)


Basement Parking Trend 1 - 2 Floor

General Location Trend Northern Edge of Park Station

(Braamfontein)



General Location Trend Around Railway


Basement

Entertainment

Residential

Retail

Educational

Transport

Retail

Transport

Transport Retail

TYPE 5 Retail at Grade - Hotel Above

TYPE 6 Retail at Grade - Educational Above

TYPE 7 Recreational at Grade - Residential Above

TYPE 8 Retail - Transport

Figure 2.9

Retail

Hotel

Mixed Use Typologies

“I usually buy my lunch and eat it at the Cookhouse outside Park Station.”

Jack SekhukhuneRank manager at the Wanderer’s Taxi Rank, 2011.

URBAN FORMPark Station Sub-precinct Development Framework

CHAPTER 3

The physical layout & design of the city - density, layout the public realm & urban design issues.

URBAN FORM STATUS QUO

CONTEXT

The Park station Sub-precinct comprises approximately 40 ha. at the heart

of the Inner City, North of the Central Business District.

The site is dominated by the vast scale of the Park Station complex and is

structured along movement routes and transport related linkages at a local,

regional and cross border scale that underpin this multi-modal interchange.

On the other hand the site marks the divide between the northern and central

part of the city as the “river” of rail tracks generates a dramatic rupture of the

city fabric which is stitched together occasionally at critical locations where

major bridge infrastructure is straddling the vast railway lands.

These two elements reinforce the character of the precinct as being an

isolated island within the city, chaotic and undefined in parts, a sense

of forgotten wasteland in others, rigid and non-adaptable. However the

precinct is also considered to be vibrant, dynamic and providing the city a

continuous pulse of life and opportunity.

The site is in need of a framework that is flexible enough to incorporate

the constant socio-economic changes but on the other hand provides a

clear well-defined plan that enables integrated place making and future

densification. Park Station Precinct is to regain a renewed urban identity

that has the quality threshold and presence to reposition itself as an iconic

symbol and gateway to Johannesburg and a contemporary Southern Africa.

History and Heritage

By 1887, a year after the discovery of gold on the Witwatersrand, the

Zuid-Afrikaansche Republiek (ZAR) government in Pretoria had planned a

railway to Johannesburg. For this purpose it had set aside a strip of land

about a block wide north of Noord Street, and the most northerly of the first

stands surveyed by Jos. E. de Villiers and auctioned by Joost Heystek on

8 December 1886. A large portion of what was known as Kruger’s Park - at

that stage an empty piece of land north of Noord Street - was to become

known as the Wanderers’ Ground. By 1888, the railway line running between

Noord and Hancock Streets was already bridged west of Park Station.

Park Station

Park Station got its name from a tin shed in Noord Street which was known

as Park, written across the top, because of its proximity to Kruger’s Park.

The shed was constructed as a stop on the early railway line to Boksburg,

and became known as Park Halt in 1889/90. The Rand Tram, carrying a

few passengers but mainly coal from the Boksburg Collieries, used to stop

at this station.

Introduction

Passengers waiting for ‘City to City’ busses inside

Park Station.


The Rail Barrier

The period 1900 to 1920 represented a transition of the fairly closed

Johannesburg town core to the extended city area of 1920 and beyond,

including the suburbs adjacent to the core. During this period the way was

prepared for the expansion of the city centre by better connections between

the areas north and south of the railway tracks. In 1906 a reinforced concrete

bridge was built across Twist Street while a number of subways were also

constructed, one of which was in Harrison Street, west of Park Station.

The Rail network - stages

Every year more trains conveyed ever more passengers along the railway

lines to and from Johannesburg. In 1932 when the new Johannesburg

Station was opened, the number was 16 million. Within then years it had

trebled to 50 million! As a result the need for a bigger station became urgent

long before the end of the 1930’s.

Seen from a historic contextual viewpoint, the Johan Rissik Bridge, together

with the Queen Elizabeth Bridge to the west were the new routes that

changed the map of Johannesburg in the period before the construction of

the elevated M1 and M2 motorways in the 1970s. In the 1950s and 1960s

the north was the ‘front door’ of the Central Business District, and the new

viaducts, linking the Central Business District with Braamfontein across the

tracks, transformed a reserve of railwaymen’s verandahed, semi-detached

cottages, with small hotels, saloon bars, flats and shopping streets into a

high-rise, high-density business area, the natural extension of the CBD.

The second stage meanwhile, of the new Station development – which

entailed the lowering of the level of the old part of the station and the

construction of more platforms and tracks - was completed in February

1954. The portion remodelled in the first construction phase then became

the new main-line station and the ‘old’ portion the suburban station. The

second and third stages involved the construction of a concrete cover over

the platforms and the concourses on top of those. These stages would

have been completed within a few years were it not for the fact that the

station was still being used by a substantial number of steam locomotives

and diesel units daily.

The slab over the suburban station was completed in 1965 and that over

the main-line tracks only in 1961. The Station was finally completed in 1965.

A single railway track eventually became a ‘steel river’ -comprising a

multitude of east-west oriented railway tracks to the north of Noord Street.

By as early as the mid-1890s the phenomenal expansion of railway services

in Johannesburg had already necessitated the lowering and bridging of the

‘steel river’ at various places east and west of Park Station.

The vestiges of this rich history are still present in numerous historical

building and locations around Park Station however sometimes totally

absorbed in the surrounding street activity. Some of the buildings are in a

dilapidated state and require urgent attention, others have been changed

to accommodate different functions throughout the years. The potential of

the heritage patrimony in the area, is not maximised nor legible within the

City context.

Introduction

High density formalised informal trade along

Wanderers Street.


Legibility

The original station design of 1928 was build on the axis of Eloff Street,

considered as the “Avenue la gare”. The town access to the new station

was moved westwards to align with Joubert Street, creating a new north-

south axis that sidelined the old concourse.

The axes of the architectural layout of the new station complex were

predetermined by the established east-west axis of the main-line railway

traffic and by the north-south axis of the vehicle routes elevated above the

railway tracks. Up to today these N-S routes are framing the urban structure

for Park Station Precinct developments.

A string of volumetric buildings reinforce the north south axis centred on

Loveday Street to the North. Two detached administration blocks, the

eleven–storey South African Airways building on the west and, the sixteen-

storey Paul Kruger Building on the east – establish the counter-movements

of the east-west axis. The Rotunda building, which was an Airways arrival

point in the past, neatly occupies indeterminate space in front of the Airways

Building, introducing spherical geometry into the overall layout.

At the time of construction, the station complex reintroduced the third

dimension into Johannesburg’s townscape: buildings became visible as

geometric entities that occupy space and not as infill facades in corridor

streets – the Johannesburg norm.

The planning theory was based on creating unity in design; small and

large contrasting masses; and pedestrian precincts that restricted motor

vehicles to the periphery or to overpasses. The urban form didn’t change

much since its conception. In reality the buildings are too scattered, read as

separate entities and fail to balance their surroundings. The architecture is

not designed to handle and contain the vast open space.

The parking area placed prominently between the main concourse building

and Rissik Street bridge is a desolate, complicated civic platform. Although it

is prominent in scale and location, it does not contribute in terms of marking

or integrating the station within its context.

Due to its topographic location within the lower area of the city and due

to the open vistas across the railway land, the station precinct is one of

the most exposed locations within the city. Albeit its strategic location, the

station precinct does not appear to contribute to the urban morphology as

it fails to become fully anchored within its context.

Introduction

A little boy playing outside his mother’s shop in

Wolmarans Street.


Architectural typology and associated

densities

The differences in grain and structure of the urban fabric surrounding the

precinct, reveal the different time periods in which the various areas have

been developed. Towards the south of Park station the “Working City Grid

Typology”, refers to the typical rational Johannesburg Grid, densely filled in

and with a perimeter facade of average 6 storeys high.

Towards the Newtown Area, West of the Precinct, the grid has been used

as an underlying reference framework however it has been built up with

much bigger city block of distinct shape and configuration of a medium

height of 6 to 8 storeys.

The urban fabric in the Hillbrow area also follows the grid arrangement

however with significantly higher densities and development heights of

predominately residential towers between 10 and 28 levels.

The fabric immediately north of Rissik Street, underwent transformation

between the 50’s and 60’s as a result of the new station development.

Urban development principles of the modern Movement were adopted and

created a grain of distinct building objects with higher allocation for public

space within the city scape.

The Braamfontein area, North-West from the Sub-Precinct, transformed

into a high density high rise (height of 6 to 8 storeys)business area during

the Park Station redevelopment. However recently the area is going through

a process of transformation and regeneration and smaller grain and more

fragmented infill activities are changing the face of the area.

Public realm and Pedestrian connectivity

Accessibility and ease of pedestrian movement are critical to the success

of the Park Station sub-precinct as a multi-modal transport hub. Albeit the

importance of pedestrian connectivity, challenges have been identified and

require solutions.

Challenges include: lack of sidewalks, sidewalks are used for holding

purposes by minibus taxis, informal trading obstructs flow of pedestrian

movement, lack of pedestrian signage to navigate the area, lack of legibility

of pedestrian facilities within the urban context, lack of access to public

transport, poor accommodation for movement of Special Needs Pedestrians

and commuters.

Within the study area, the Public green and hardscaped spaces are

functioning as isolated spaces. They are not or insufficiently integrated

within a broader NMT network which limits their contribution to the overall

public realm. The character and use of the spaces have been changing to

respond to its mutating socio-economic context. Lack of upkeep , security

Introduction

URBAN FORM STATUS QUO 93

and management made that certain spaces were overtaken by other

functions such as informal parking and lost the essence of their existence

which is to contribute to the liveability of the area.

The street network is a major contributor to the public realm. The streets

within the study area have been assessed and categorised following

specific typologies in terms of the predominant function of the road, the mix

of use, pedestrian connectivity and character of the street.

The following typologies were identified:

Mobility spine

• A mobility spine acts as a main arterial road, which encourages optimal

mobility for through traffic.

• In order to facilitate continuously flowing traffic there is no direct access

onto the mobility spine from abutting properties.

• A mobility spine does not encourage pedestrian movement.

• The flanking buildings normally accommodate mixed uses.

• The road will accommodate double lanes of traffic moving in both

directions.

• Example: portions of Harrison Street and Rissik Street.

Mobility road

• A mobility road accommodates intra – regional traffic. The primary focus

of a mobility road is to encourage movement linking neighbourhoods to

the mobility spines.

• A mobility road encourages pedestrian movement.

• The pedestrian realm has an activated street frontage encouraging retail

opportunities.

• Parking spaces flank the street edges of both sides of the roads.

• Example: Smit Street, Wolmarans Street.

Activity Street

• An activity street can otherwise be characterised as a traditional high

street.

• This typology is ultimately pedestrian dominated with slow moving traffic;

in certain situations traffic may be prohibited.

• The urban fabric is characterised by a fine grain with short blocks and

low rise buildings.

• Activity streets move through the neighbourhood / districts and with

holds a regional significance.

• The ground floor flanking the pedestrian edge will predominantly

accommodate shopfronts and building entrances.

• Vertical mixing of uses should be encouraged (e.g. retail on ground floor

with office/residential above).

• Pedestrian sidewalks should ideally include a continuous “walkable “

zone, uncluttered and free of obstructions (e.g. signage, street furniture,

tables and chairs).

• Example: De Villiers Street, Plein Street.

Introduction

URBAN FORM STATUS QUOIntroduction

Urban street

• The Urban Street accommodates residential development .It often

accommodates a retail plinth ensuring that the lower level of the

residential accommodation is situated off the ground. This ensures a

greater level of privacy.

• The urban street has a direct connection to flanking properties.

• The urban street promotes low speed traffic and provides parking on

either side of the street.

• The pavement is layered by, landscaping, street lighting and street

furniture aimed at creating a vibrant public realm.

• Example: Bok Street, Leyds Street

A sense of place

A sense of place is informed by a number of aspects such as the grain and

permeability of the urban fabric, the architecture, the height of buildings,

open spaces and the natural features of the land however it is also informed

by the local community and its visitors, the vibrancy, sense of unity and

culture specific to the area. The site analysis highlighted the richness and

diversity of the context surrounding Park Station. Certain areas have a very

clear and defined role such as being mainly a conduit for transport, a vibrant

retail hub, a community node or civic centre.

Other parts are less defined in terms of identity and sense of place as they

currently form the transition between one area and another such as the area

south of Braamfontein or the elongated land strip bordering the south of the

railways.

Building Conditions

An inventory was set up of the PRASA Asset base within the precinct

which details the provision, current use and state of the building stock.

The condition of the buildings range from very good to a dilapidates state

requiring immediate intervention to protect the building from further decay.

A spaza shop in an old building on Noord Street.


N

0 100 200

0 100 200

N


Private Green Space Public Green Space

Hardscaped Private Space Hardscaped Public Space


Railway Lines

Prasa Assets

Study Area

Out of Study Area

Figure 3.1

Land Use

NN

0 100 200

0 100 200



0 50 100 200

N


Railway Lines

Prasa Assets

Study Area

Out of Study Area

Open Space

Private Green Space

Public Green Space

Hardscaped Private Space

Hardscaped Public Space

Figure 3.2

Public Realm


0 50 100 200

N

Buildings

Public amenities

1

2

5

6

4

3

7

8

9

10

11

1

2

3

4

5

6

7

8

SOURCE: Osmond Lange Architects & planners, Ikemeleng Architects, Henry Paine + Barry Gould, 2008, Greater park Station Precinct: Urban design & Heritage management framework. Interview with Ernst Swanepoel, PRASA, April 2011.

Figure 3.3

Urban Form: Significant Heritage

Railway Lines

Prasa Assets

Study Area

Out of Study Area


Buildings

Steel & glass structure: Original Park Station facility, 1897.

NHRA: SAR&H Offices [1939], The MOTH Memorial centre[1960].

South African Railways Memorial Hall. 1958.

The Schlesinger Organisation: ‘clearly from the 1960’s decade’, 1967.

NHRA: Historical residential area north of Joubert Park

NHRA: Variety of residential apartments, 1920 - 1940.

NHRA: Variety of residential apartments, 1920 - 1940.

St. Mary’s Anglican Cathedral: Herbert Baker, 1929.

The New Station Building [Blue Room Restaurant],1930.

Witwatersrand technical Institute, 1909.

Central South African Railways [CSAR]: Administrative offices, 1905.

1

2

3

4

5

6

7

8

9

10

11

Public amenities

Harrison Street subway: ‘facilitating traffic between town centre & the surrounding areas’, 1906.

Kruger’s Park: One of Johannesburg’s first Sports clubs allocated by order of president Paul Kruger, 1890.

Wanderer’s Grounds, 1888: Industrial strike 1914, WW1 troops drilling 1914, Rand Revolt 1922.

Steel pedestrian bridge: linking Noord street & Kruger Park, 1910.

Plein Square: Lawn tennis square, 1891.

Eloff Street: ‘avenue la garne’, principal shopping street on the continent, 1932.

Vehicular bridge over railway lines, 1893.

Joubert park: One of Johannesburg’s first ‘public park or garden’, 1892.

1

2

3

4

5

6

7

8

Urban Form: Significant Heritage


0 50 100 200

N

1920 - 1945

1946 - 1965

1966 - 1985

1986 - present

SOURCE: Osmond Lange Architects & planners, Ikemeleng Architects, Henry Paine + Barry Gould, 2008, Greater park Station Precinct: Urban design & Heritage management framework. Interview with Ernst Swanepoel, PRASA, April 2011.

Figure 3.4

Urban Form: Construction History

Railway Lines

Prasa Assets

Study Area

Out of Study Area



0 50 100 200

N


Railway Lines

Prasa Assets

Study Area

Out of Study Area

Fragmentation

Object in the City

Living City Grid

Bespoke City Block

Working City Grid

Figure 3.5

Architectural Typologies



0 50 100 200

N


Railway Lines

Prasa Assets

Out of Study Area

Hig

hLo

w

28 levels

1 level

Figure 3.6

Building Heights



N


Railway Lines

Prasa Assets

Out of Study Area

Hig

hLo

w

10.0 Floor area ratio

1.0 Floor area ratio

Figure 3.7

City Block Density

0 50 100 200




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N


Railway Lines

Prasa Assets

Study Area

Out of Study Area

Figure 3.8

Identity: Visual Mind Map


RETAIL RETAIL RETAIL RETAIL RETAIL RETAIL


RETAIL RETAIL RETAIL RETAIL Clothes Food

Bags Shop Shop SHop People Talking Eating

Buying Clothes Food Bags Shop Shop SHop

People Talking Eating Buying Clothes Food

Bags Shop Shop SHop People Talking Eating

Buying RETAIL RETAIL RETAIL RETAIL RETAIL


RETAIL RETAIL RETAIL RETAIL RETAIL Clothes

Food Bags Shop Shop SHop People Talking

Eating Buying Clothes Food Bags Shop Shop

SHop People Talking Eating Buying Clothes

RESIDENTIAL HOUSING YLIMAF ELGNIS ESU DNAL

MULTI-FAMILY UNIT

HIGH DENSITY LOW

DENSITY RESIDENTIAL

WORK OPPORTUNITIES

RESIDENTIAL HOUSING

LAND USE SINGLE

FAMILY MULTI-FAMILY

HIGH DENSITY LOW

DENSITY RESIDENTIAL

WORK OPPORTUNITIES


MULTI-FAMILY HIGH

DENSITY LOW DENSITY

RESIDENTIAL WORK

OPPORTUNITIES

TRANSPORT movement

passenger flow ARRIVAL baggage

waiting LONG DISTANCE

TRANSPORT movement



TRANSPORT movement




STATUS QUO - Sense of Place

0 50 100 200

N


Railway Lines

Prasa Assets

Study Area

Out of Study Area

Neighbourhood Play

C O M M U N I T Y

Trees Walking CAFE ART StreetArt

Neighbourhood music walk

meeting COMMUNITY

Trees Walking

C A F E

M U S I C


MULTI-FAMILY UNIT

HIGH DENSITY LOW

DENSITY RESIDENTIAL

WORK OPPORTUNITIES

RESIDENTIAL HOUSING

LAND USE SINGLE

FAMILY MULTI-FAMILY

HIGH DENSITY LOW

DENSITY RESIDENTIAL

WORK OPPORTUNITIES

RESIDENTIAL HOUSING

LAND USE SINGLE FAMILY

MULTI-FAMILY HIGH

DENSITY LOW DENSITY

RESIDENTIAL WORK

OPPORTUNITIES

TRANSPORT movement



TRANSPORT movement



TRANSPORT movement



EDGE INTERFACE TRANSITIONAL ZONE DOORSTEP BRINK EDGE BARRIER FRAME

EDGE INTERFACE EDGE INTERFACE TRANSITIONAL ZONE DOORSTEP BRINK EDGE

TRANSITIONAL ZONE DOORSTEP BRINK EDGE BARRIER FRAME EDGE INTERFACE

TRANSITIONAL EDGE INTERFACE TRANSITIONAL ZONE DOORSTEP BRINK EDGE

ZONE DOORSTEP BRINK EDGE BARRIER FRAME EDGE INTERFACE EDGE INTERFACE

TRANSITIONAL ZONE DOORSTEP BRINK EDGE BARRIER FRAME TRANSITIONAL ZONE

DOORSTEP BRINK EDGE BARRIER FRAME EDGE INTERFACE TRANSITIONAL ZONE


DOORSTEP BRINK EDGE BARRIER FRAME

WASTELAND

RECYCLED

FRONTIER Nameless no id

entity City Anonymity

City Anonymity City Anonymity City

Anonymity lack of Identity Nameless

Nameless no identity City Anonymity City

Anonymity City Anonymity

City Anonymity lack of Identity

Nameless

Nameless no identity C

ity Anonymity City

ytimynonA ytiC ytimynonA ytiC ytimynonA

lack ofIdentity Nameless Nameless

ytimynonA ytiC ytimynonA ytiC ytitnedi on

City Anonymity City Anonymity lack of

IVICG O V E R N M E N T

ETSYS LAGELPOWER POLITICAL

PRIVACY CITY

COUNCIL CIVIC

G O V E R N M E N T ETSYS LAGEL

POWER POLITICAL

PRIVACY CITY

COUNCIL CIVIC

G O V E R N M E N T

LEGAL SYSTEMS

POWER POLITICAL

PRIVACY CITY

EDGE INTERFACE TRANSITIONAL ZONE DOORSTEP BRINK EDGE BARRIER FRAME

EDGE INTERFACE EDGE INTERFACE TRANSITIONAL ZONE DOORSTEP BRINK EDGE

TRANSITIONAL ZONE DOORSTEP BRINK EDGE BARRIER FRAME EDGE INTERFACE

TRANSITIONAL EDGE INTERFACE TRANSITIONAL ZONE DOORSTEP BRINK EDGE

ZONE DOORSTEP BRINK EDGE BARRIER FRAME EDGE INTERFACE EDGE INTERFACE

TRANSITIONAL ZONE DOORSTEP BRINK EDGE BARRIER FRAME TRANSITIONAL ZONE



DOORSTEP BRINK EDGE BARRIER FRAME

WASTELAND RECYCLED FRONTIER

Nameless no identity City Anonymity




Anonymity City Anonymity

City Anonymity lack of Identity Nameless






CIVIC TNEMNREVOG SMETSYS LAGEL LACITILOP REWOPPRIVACY CITY

COUNCIL CIVIC TNEMNREVOG SMETSYS LAGEL LACITILOP REWOP

PRIVACY CITY

COUNCIL CIVIC TNEMNREVOG SMETSYS LAGEL LACITILOP REWOPPRIVACY CITY

Nameless no identity City Anonymity




Anonymity City Anonymity City Anonymity lack of Identity N

ameless






CIVIC TNEMNREVOG SMETSYS LAGEL LACITILOP REWOPPRIVACY CITY

COUNCIL CIVIC TNEMNREVOG SMETSYS LAGEL LACITILOP REWOP

PRIVACY CITY

COUNCIL CIVIC TNEMNREVOG SMETSYS LAGEL LACITILOP REWOPPRIVACY CITY

TRANSPORT movement



TRANSPORT movement



TRANSPORT movement


waiting LONG DISTANCERailwayRailway Railway Railw


N


Railway Lines

Prasa Assets

Figure 3.9

Sense of Place



Wits

Braamfontein

CivicPrecinct

Health Precinct

Joubert Park& JAG

Johannesburg CBD

NewtownCulturalPrecinct

Jewel City

Fashion District

Railway

Railway

Hillbrow

Figure 3.10

Contextual Visual Legibility



Railway Lines

Significant Landmarks

N

0 50 100 200

Viewing corridor

V

V

V

VV

V


Legibility: Sight Lines



0 50 100 200

N


Railway Lines

Prasa Assets

Study Area

Out of Study Area

Mobility Spine

Mobility Road

Activity Street

Urban Street

Figure 3.12

Street Typologies


Mobility Spine Mobility Road

Office / Residential aboveParking on both sides of the road

Main arterial roadPedestrian movement not encouraged

p p

Residential

Residential

Office

parking parking

Retail


Street Typology Sections


Urban Street Activity Street

4-6 Storey blocks with street entranceOverlooking the street

Active street frontageIntensive informal tradingPedestrian priority


Street Typology Sections

p p

Residential

Residential

Residential

Residential

Residential

parking parking

Residential

Residential

Residential

Residential

Residential

Residential

Residential

Residential

Retail RetailResidential

Residential

Residential

Residential

Residential

Residential

Residential

RetailRetail


0 50 100 200

N


Railway Lines

Prasa Assets

Study Area

Out of Study Area

1 Bridge Shopping Centre

Wanderers Taxi Rank

Park Station

Cook House

Umjantshi House

Metro Park

Rotunda

Corner Harrison & Leyds

Platform 19

Lab Building

Shosholoza Meyl

Driver’s Simulation

2

3

4

5

6

7

8

912

3

4

5

6

7

10

11

8

910

11

12

12

Figure 3.15

Prasa Assets

The existing rail yard looking eastwards from

Harrison Street bridge.

URBAN FORM STATUS QUOPrasa Asset Conditions

PHYSICAL CONDITION

The current condition and supply of utility services is not meeting demand. Sewerage, stormwater & drainage provision are insufficient.

SECURITY CONCERNS

The security measures in place provide adequate protection inside the station. The periphery of the station near the entrance to platform 19 is being used by vagrants as sleeping quarters. Fires are being made on platform 19 which is causing smoke to rise into the main concourse of the station.

OTHER CONCERNS

Fire escape routes are blocked in the Tippet Building. There is concern that utility services from neighbouring properties surrounding the station are routed through the site.

PARK STATION Rate of Deterioration

LOW MED HIGH

Aerial photograph

Image 1

Image 2

PHYSICAL CONDITION

The building is an acceptable state with on-going refurbishment.

SECURITY CONCERNS

The building has good security measures in place.

OTHER CONCERNS

None

UMJANTSHI HOUSE Rate of Deterioration

LOW MED HIGH

Aerial photograph

Image 1

Image 2Axonometric Figure 3.16 Axonometric Figure 3.17

URBAN FORM STATUS QUO 117Prasa Asset Conditions

PHYSICAL CONDITION

The shopping centre is generally well maintained.

SECURITY CONCERNS

The management and private security personnel at the shopping centre provides adequate levels of safety and security.

OTHER CONCERNS

The basement level housing a polluted taxi rank is inadequately ventilated.

It was observed that the periphery of the site is highly polluted with debris, as a result this is blocking stormwater drains.

Manhole covers have been removed leaving haz-ardous openings in the pavements.

BRIDGE SHOPPING CENTRE Rate of Deterioration

LOW MED HIGH

Aerial photograph

Image 1

Image 2

PHYSICAL CONDITION

Stormwater discharge from the vaulted roof is blocked causing substantial ponding. Water ingress through the roof is causing damage internally. The lower levels are flooding. Concerns have been raised with regards to the structural integrity of the supporting frame holding up the water tanks.

SECURITY CONCERNS

The main hall and ancillary rooms are not secure and can be easily accessed by members of the public.

OTHER CONCERNS

A number of fire escape routes are blocked. A series of electrical distribution boards are damaged and exposed. Pests have infested the lower levels.

BLUE ROOM Rate of Deterioration

LOW MED HIGH

Aerial photograph

Image 1



PHYSICAL CONDITION

The building is rapidly deteriorating due to the ingress of rainwater through the damaged roof. This is destroying the floors, walls, ceilings and surface finishes. This water penetration extends into the basement of the building and is caus-ing substantial flooding and damage throughout. The concrete screed is crumbling and as a result a number of electrical cables and conduits have been exposed.

SECURITY CONCERNS

There are concerns that the perimeter of the building has been breeched after hours.

OTHER CONCERNS

Pests have infested the building throughout.

ROTUNDA Rate of Deterioration

LOW MED HIGH

Aerial photograph

Image 1

Image 2

PHYSICAL CONDITION

The Metro Park Building is generally in good con-dition. The training rooms located under Rissik Street are burnt out yet are in a stable condition.

SECURITY CONCERNS

Fires from vagrants occupying areas near Plat-form 19 below cause smoke to enter the Metro Park facility.

OTHER CONCERNS

None

METRO PARK Rate of Deterioration

LOW MED HIGH

Aerial photograph

Image 1


URBAN FORM STATUS QUO 119Prasa Asset Conditions

PHYSICAL CONDITION

The building is currently in a poor state with sub-stantial flooding occurring in the basement.

SECURITY CONCERNS

The building is secure with security guards in at-tendance 24 hours a day.

OTHER CONCERNS

There is a large amount of debris being deposited around the periphery of the building. There are a number of dangerously exposed electrical cables. Pests infestation is evident throughout.

LAB BUILDING Rate of Deterioration

LOW MED HIGH

Aerial photograph

Image 1

Image 2

PHYSICAL CONDITION

There is a substantial amount of water penetrat-ing the concrete slab above platform 19.

SECURITY CONCERNS

Platform 19 has insufficient levels of lighting. The entry points to Platform 19 on the eastern, western and platform sides are not secure and do not prevent unauthorised access.

OTHER CONCERNS

There is a major build-up of debris. There are a number of open manholes running the length of platform 19 which pose a potential hazard to pedestrians.

PLATFORM 19 Rate of Deterioration

LOW MED HIGH

Aerial photograph

Image 1



PHYSICAL CONDITION

The building is currently under construction and therefore does not pose immediate concerns.

SECURITY CONCERNS

The building is currently well managed by security personnel.

OTHER CONCERNS

Concern has been raised with the current electrical supply that is coupled to the same supply used for the rail lines.

SIMULATOR BUILDING Rate of Deterioration

LOW MED HIGH

Aerial photograph

Image 1

Image 2 Axonometric Figure 3.24

A view looking westwards from Park Station –

the Lab Building & Shosholoza Meyl.

“We collect discarded cardboard from the shops in the area and take it to a recycling depot in Braamfontein. They give us 65c per kilogram of cardboard.”

Recycled Cardboard Collector With a trolley on De Villiers Street, 2011.

ENVIRONMENTPark Station Sub-precinct Development Framework

CHAPTER 4

A material & spatial place that combines physical elements & energy in forms necessary for living, working & playing.

ENVIRONMENT STATUS QUO

Pollution levels

Analysis undertaken of pollution levels in Greater Johannesburg show

increased levels of pollution concentrated in a band from east to west

through the Johannesburg Central Business District. Increased pollution

occurs at different levels and is negatively impacting on the quality of life in

terms of air quality, noise levels, land pollution and water quality.

Air Quality

The deterioration of urban air quality has an effect on human health, climate

and the natural environment. Major contributors to air pollution within

Johannesburg include emissions from domestic fuel burning, vehicles,

industries, mining operations and waste disposal and incineration.

The ambient air quality of the City of Johannesburg is monitored from six

monitoring stations. The nearest air quality monitoring station to the CBD

is located in Newtown, situated south west from the Park Station Sub-

Precinct area.

In poorer residential areas, coal and wood burning for space heating and

cooking is a major cause of air pollution. For the CBD of Johannesburg,

and similarly the more affluent residential areas around the city, pollution is

caused mainly by vehicle emissions, windblown dust from the mining belt

to the south and emissions from the large industrial areas also to the south.

Another contributor to poor air quality in the City is the burning of rubbish.

Introduction

Noise levels

Diverse sources of noise in the City of Johannesburg are generated by parts

of the technologically advanced segment of the population. Contributors

range from entertainment, to motor vehicles, heavy goods trucks and

industrial machinery. The worst affected areas are around the CBD of

Johannesburg but in particular towards it’s north where national and major

roads are concentrated.

At the heart of the City, noise levels within the Park Station Sub-Precinct are

further increased by CBD activities. These activities include nightclubs and

leisure, factories, industries, and also religious ceremonies.

Land pollution

Poor waste management, illegal dumping and litter are some of the largest

contributors to land pollution. Within the Park Station Sub-Precinct area,

evidence of insufficient waste management is noticeable and in particular

around high areas of concentrated activity and as a result areas where

intense trading occurs.

Storm water drains are often blocked by rubbish and litter. Facilities provided

for traders do not sufficiently provide for the preparation of food and drains

often gets blocked from litter and fats produced through cooking.

A sunset over the Johannesburg skyline.

Google Images


Water Quality

Unmanaged waste generated by activities within the CBD of Johannesburg

and overflowing and blocked sewer infrastructure are both contributors to

contamination of water affecting the Klip River catchment areas to the south

east of Soweto.

Waste management of the Park Station

Sub-Precinct area

Within the boundaries of the facilities owned and managed by PRASA,

internal cleaning of the facilities and waste collection is out sourced to private

service providers. Waste is collected from bins situated within the facilities

and moved in mobile bins by cleaning staff to a central collection point at

the eastern end of Platform 19. Waste is compacted and collected by an

appointed private service provider at least three times a week. Although

some of the waste is sorted for recycling at Platform 19, no formal policy

or strict measures for quality control are in place to monitor and ensure the

correct separation of waste. The majority of all waste is compacted together

on site.

Waste management policy within PRASA is currently being updated to

incorporate improved efficiency of responsible waste management. The

plan is not finalised and therefore not yet implemented. Waste management

of all areas outside the jurisdiction of PRASA is largely the responsibility of

the City. The areas around activity are marked by insufficient management

of waste and formal recycling and waste sorting facilities and infrastructure

is not provided for within the Park Station Sub-Precinct area.

Natural light penetration and sun angles

The more dense urban areas within the Park Station Sub-Precinct area are

situated towards its south eastern side. As a result, light penetration is less

in these areas where streets are defined by high buildings on both sides.

The identified street typology that illustrates this typical phenomenon is the

urban street typology.

Multi-level road infrastructure and bridges contribute to dark areas of public

realm below and in between structures, where light penetration is limited.

This is demonstrated through the typical mobile spine street typology.

Towards the north western side of the Sub-Precinct area the more generous

provision that exists for on grade road infrastructure, limits potential for

natural shading of areas by means trees and structures (such as building

overhangs and canopies). The Mobility Road street typology illustrates a

typical scenario where shading is restricted.

Active retail street edges provide shading in summer. Subject to surrounding

building heights, light penetration can penetrate buildings at street level even

during winter. A typical example of this is illustrated through the Activity

Street typology.

Introduction

A bird’s eye view over Wanderers Taxi rank &

the entrance to Platform 19.


Energy and water consumption rates

The monitoring of energy and water consumption rates for the PRASA

facilities and assets is currently not in place. Municipal rates are based

on larger areas that do not differentiate between various facilities and

transport functions. This contributes to the difficulty of monitoring, and the

identification of problematic energy consumption and water wastage within

the Sub-Precinct area.

Climate

The City of Johannesburg falls within a summer rainfall region of South

Africa, receiving an average annual rainfall of 849 mm. The rainy seasons

are marked by frequent and short intervals of heavy rain storms.

The current average temperature of the City of Johannesburg ranges

from between 5 degrees to 25 degrees. Low and extreme temperatures

that goes below the average 5 degrees during winter pose challenging

conditions for long distance passengers that travel through the Sub-Precinct

and interchange between informal transport modes overnight. Passengers

often arrive late at night, and continue their journey during the early hours of

the following morning. Waiting facilities are limited for informal long distance

transport mode users when they cannot afford overnight accommodation

within the Sub-Precinct area.

Introduction

Historical apartment buildings opposite the

Wanderers Taxi rank.


SOURCE: GIS Database ARUP

N

0 50 100 200


Railway Lines

Prasa Assets

Highest Contour = 1765

Lowest = 1715

Natural Environment: Topography (5m Contours)

Figure 4.1

ENVIRONMENT STATUS QUO131


0 50 100 200

N


Railway Lines

Prasa Assets

Study Area

Out of Study Area

PM AM

Solar Access

Summer Sun

Winter Sun

Highest Contour = 1765

Lowest = 1715

Natural Environment: Climate

Figure 4.2



0 50 100 200

N


Railway Lines

Prasa Assets

Study Area

Out of Study Area

Open Space

Private Green Space

Public Green Space

Green / Open Space

Figure 4.3


Open Space

Private Green Space

Public Green Space 0 50 100 200

N


Railway Lines

Prasa Assets

Study Area

Out of Study Area

William Kentridge Public Sculpture with

Public Green Space

Revamp of Existing Park

Crèche Private Green Space Private Green Space in Umjantshi HouseUnmarked Public Green SpaceGreen Space in front of

Platform 19 Entrance Joubert Park

Green / Open Space

Figure 4.4SOURCE: On site observations by ARUP during the beginning of 2011.


Wits

Braamfontein

CivicPrecinct

Health Precinct

Joubert Park& JAG

JHB CBD


Jewel City

Fashion District

Railway

Railway

Wits

Braamfontein

CivicPrecinct

Health Precinct

Joubert Park& JAG

JHB CBD


Jewel City

Fashion District

Railway

Railway

Waste Pollution Noise Pollution


Pollution perceptions

Figure 4.5

max max


Temperature and rainfall trends for Johannesburg City

190

Climatology and Climate ChangeIntroduction

Climate change is the change in long term climate that are anticipated to result from the globally enhanced greenhouse

effect caused by increased levels of anthropogenic greenhouse gases in the atmosphere. Greenhouse gases include

carbon dioxide (CO2), methane (CH

4), nitrous oxide (N

2O) and water vapour. Of these, CO

2 and CH

4 are the major

contributors to climate change. Increased concentrations of these gases will result in global temperature changes which

will influence rainfall patterns and sea levels. According to the Intergovernmental Panel on Climate Change (IPCC)

between 1956 and 2005 average global temperatures increased at a rate of 0,13°C per decade (IPCC, 2007).

Model predictions indicate that South Africa will experience temperature increases of up to 3 to 4°C on average

throughout the year under the current economic development, population growth and energy-use trends. Rainfall is

expected to decrease in the western part of the country and in those regions that receive winter rains. The eastern part

of the country is expected to experience increases in early summer rainfall, though this will likely be followed up by some

drying in the late summer (Engelbrecht, 2005; Hewitson et al., 2005).

Future temperature and rainfall changes for Johannesburg are likely to follow a similar pattern. Modelled data from

three Global Circulation Models (GCMs) was used to obtain past (1961-2000) and future (2046-2065) temperature and

rainfall trends in the CoJ.

Temperature

In terms of temperature changes for the period 2046-2065, models indicate an increase in the daily minimum and

maximum temperatures. Modelled climatic data from three Global Circulation Models (GCMs) indicate daily minimum

temperature changes for this period ranging from 2 to 2,7°C from January to March, with increases of up to 3,5°C

possible for the remaining months of the year.

Expected increases for 2070-2100 indicate that minimum temperatures will increase by about 1 to 3°C in summer and

1 to 2°C in winter (refer to Figure 74). Maximum temperatures could see increases by about 3 to 4°C in summer and

2 to 4°C or greater in winter months (Engelbrecht, 2005).

35

30

25

20

15

10

5

0

Tem

per

atu

re °

C

Current average maximum temperature °C

Current average temperature °C

Current average minimum temperature °C

Jan Feb Mar Apr May Jun Jul Aug Sept Oct Nov Dec

Current and future temperature trends for the CoJ

Month

Figure 74: Current (1960-2000) and future (2070-2100) temperature trends (SoER, 2003; Engelbrecht, 2005).

192

Rainfall

Compared to temperature, rainfall is difficult to model as it is influenced by a number of factors which include a lack of

knowledge about atmospheric physics and dynamics and the impact of climatic events such as El-Nino. In addition,

individual climate models simulate rainfall differently.

The simulated rainfall change for 2070-2100 is shown in Figure 75. Simulations indicate that summer rainfall (December

to February) is expected to remain similar to present day with possible small increases of about 20% (Engelbrecht, 2005)

or 15 to 25 mm (Hewitson and Crane, 2006). The early winter season (March to May) could result in a continuum of

present quantities of rainfall with possible slight (20 – 30%) decreases (Engelbrecht, 2005). During winter, (June to

August), there is likely to be either very slight increases of between 5 and 10 mm in the mean monthly precipitation

(Hewitson and Crane, 2006) or a continuum of current rainfall conditions (Engelbrecht, 2005). The rainfall simulations

for spring (September to November) show a mixed picture, ranging from an approximate 40 – 80% decrease in rainfall

in September to a possible 40% increase in November (Engelbrecht, 2005).

180

160

140

120

100

80

60

40

20

0

Rai

nfa

ll (m

m)

Current average rainfall

Jan Feb Mar Apr May Jun Jul Aug Sept Oct Nov Dec

Current and future temperature trends for the CoJ

Month

Figure 75: Current (1960-2000) and future (2070-2100) rainfall trends (Engelbrecht, 2005; Hewitson and Crane, 2006)

Sources of Greenhouse Gases

The National Greenhouse Gas Inventory compiled for the years 1990-1994 identified CO2 to be the most significant

greenhouse gas for South Africa. CO2 contributed more than 80% of the total of the three main greenhouse gas

emissions (CO2, CH

4 and N

2O) for both 1990 and 1994. The main source of CO

2 was identified to be the energy sector

which generated 89,7% of the total CO2 emissions in 1990 and 91,1% of the total in 1994. Sources of CH

4 included

agriculture and energy fugitive emissions with enteric fermentation emissions from livestock the largest contributor

(40%) to CH4 emissions. Agriculture was the largest source of N2O emissions, which generated 77% in 1990 and 80%

in 1994 of the total N2O emissions.

Within the CoJ, emissions of greenhouse gases, in particular CO2 emissions are mainly related to the energy and

transportation sectors. The CoJ currently consumes 10% of the approximately 37 000 MW of electricity generated by

Eskom and contributes significantly to overall CO2 emissions. In the smaller scale, the burning of fossil fuels for heating

and cooking purposes in informal settlements in Johannesburg also generates CO2 emissions. The transportation sector

is also an important source of CO2 emissions as vehicles are the main mode of transport within the City. Since 1999, the

CoJ has shown a decline in the use of public transport such as trains and buses and an increase in the use of private

vehicles (State of Energy Report, 2008). Although emissions from individual cars are relatively low compared to industrial

sources, the cumulative impact of millions of vehicles on the roads makes this an important greenhouse gas source.

Current and future temperature trends for Johannesburg

Current and future rainfall trends for Johannesburg

SOURCE: State of the environment report - City of Johannesburg 2008Figure 4.6



Sections 3 and 4 showing winter and summer sun angles

Figure 4.7

p p p p


Sections 1 and 2 showing winter and summer sun angles


SUMMER

WINTER

Figure 4.8

p p p p

SOCIO-ECONOMICS STATUS QUO“I would be willing to pay R200 per month for a formal trading stall.”

Simon VillankuluInformal trader selling vegetables on Wanderers Street, 2011.

SOCIO-ECONOMICS STATUS QUO 139SOCIO ECONOMICSPark Station Sub-precinct Development Framework

CHAPTER 5

Studying the reciprocal relationship between the economic & social philosophy, ethics, & human dignity.

SOCIO-ECONOMICS STATUS QUO

The precinct is also a local node and offers a diverse range of goods,

services and amenities to the surrounding community.

The number of people living within a 1.5km radius (15mins walking time)

from Park Station was estimated a 83,818 in 2009. (Joburg inner city urban

design implementation plan, 2009), and with current demographic trends is

conservatively estimated at 100,000 in 2011.

The improvements in the Public Transport infrastructure, such as the Rea

Vaya BRT and the Gautrain aim to strengthen the Park station multi modal

transport offer and ultimately attract the medium and higher income groups

to public transport as a mode of choice. The key challenge for the Park

Station sub precinct is to present the right proposition for these user groups

whilst providing an inclusive solution for the most vulnerable communities

within the city.

The precinct represents a complex dynamic system of disparate however

strongly interwoven worlds, driven by their own social and economic

dimensions, focused on specific income groups, integrating diverse cultural

identities and led by creative entrepreneurship.

This rich and intricate network forms the platform to further strengthen and

grow the Park station sub-precinct into a strategic destination and gateway

at local and regional level and at an international scale.

Introduction

CONTEXT

The Park Station sub-precinct ( the area ) plays a critical role in the context

of a rapidly urbanising African environment, in terms of movement of people

and goods. It is the first point of entry into the City of Johannesburg; for

migrants entering into the country, for people migrating from rural areas and

smaller towns within the country and, further commuters and workers from

the surrounding city townships.

The precinct is a place of extremes.

As a multi-modal transport hub, it is the most accessible part of the urban

system for people who rely on public transport, including the poor.

It is an environment where opportunities for livelihood can be pursued. The

result is an accumulation of rural dwellers and cross border immigrants,

resulting in an uncontrolled explosion of the informal economy that is geared

to physical survival and poverty alleviation.

The Park Station sub-precinct is also deemed to be the logistic heart of

the Johannesburg trading activities. It is a centre of freight, a centre of

movement of goods ( from large bulk to retail commodities ) and a place of

movement of finance ( from physical money to barter goods ). It enables the

inner-city environment to be the continental shopping destination of choice

for retailers and shoppers from other African countries.

“I would like to live in Braamfontein, the prices are

cheap compared to Pretoria, but Pretoria is much

cleaner and safe” Thembi Mhlongo, Hostess at

Greyhound buses


rate increased from 23,5% to 25,2% and from 21,7% to 27,1% respectively

for the national and Gauteng Province. Given that the City also accounts for

17% of total national employment levels, the 21.8% unemployment rate for

the City in 2009 would also have undergone a considerable increase, and

is estimated in excess of 25%.

Income groups

The Park Station Sub-precinct consists mainly out of 4 dominant income

group categories, being Households that have an average annual income

in the categories :

• R19,201 and R 38,400 which counts for approximately 25% of

the local population and forms the majority group.

• R 9,601-R19200 ( approx 20% )

• R 38,401-R76,800 ( approx 20% )

• “no income” ( approx 15% )

It is to be noted that due to the transient nature of the population of the

area and its increased levels of illegal immigrants, the numbers are to be

considered as an indication of trends only.

Employment varieties

The City of Johannesburg’s economy is driven by four economic sectors

which are:

• Finance and business services

• Community services

• Manufacturing

• Trade

These four economic sectors collectively account for more than 82% of

economic activity within the City. These sectors also account for the highest

levels of formal and informal employment.

Employment rates

The number of economically active people in the City of Johannesburg

increased from 1 993 373 in 1996 to 2 066 156 in 2008. Given the

economic upswing experienced from 2002 to 2008, the unemployment

rate in the City as per the official definition decreased from 25,3% in 2002 to

19,1% in 2008. This was in line with the national unemployment rate which

declined from 29,7% to 22,8% over the same period.

However, as a result of the recession and the slow recovery thereafter,

2010 data from Statistics South Africa show that the official unemployment

Introduction

Small business enterprise: selling fruits on

De Villiers Street.


Informal vs formalised Informal

As part of the Inner City Charter ( initiated by the JDA ) process and linear

market was created along Hoek Street which provided pedestrianised

access and formally structured informal trading stalls ( including base

services such as water and electricity ). However, observations on site in

2011 have confirmed that the majority of the hawkers are trading along the

streets without formalised infrastructure.

Managed vs illegal activities

The majority of informal trading activities are managed by the Metropolitan

Trading Company (MTC), which is the City owned entity established to

manage the facilities the City has set aside for micro retailers and taxi

operators. The facilities monthly rental paid by the hawkers, vary from R50

to R150 per month, depending upon size and location of their trading area.

It was identified during 2011, that illegal trading pockets were operating

along Noord Street and De Villiers Street. These pockets of activity have

created a high level of tension, being raided on a regular basis by the

Metropolitan Police. It was also observed that Informal traders paying rental

compete with traders not paying rent by differentiation of their product

offering, such as an improved quality of products.

INFORMAL TRADE

Location

The transport hub located around Park Station provides for the conditions

and opportunities for livelihood to be pursued. Considered to be a catalyst

for entrepreneurial opportunities, it provides a foothold for the ever increasing

informal economy. Due to its ongoing growth and its unmanaged nature, it

has created a severe level of pressure to cope with the increase in demands

on services and infrastructure.

In 2009 there were an estimated 1,749 informal traders active in the greater

Park Station precinct, especially along De Villiers, King George, Noord,

Plein, Wanderers, Hoek and Twist Streets. (Joburg inner-city urban design

implementation plan, 2009)

Observations on site in 2011 indicate a focal point for informal trade

activities around the south –east corner of the sub-precinct, on the corner

of Wanderers Street with Noord Street. Towards the north of Park Station,

informal trading is concentrated along Leyds Street, capturing the SE-NW

pedestrian movement across the area, which includes the patronage for the

cross border buses traffic.

Introduction

Informal traders: a gentleman and a lady selling

freshly cooked peanuts and maize meal.


Product cycle and operations

The analysis of the most common informal retail product cycles, demonstrates

the broader impact of the informal trading routes as the products are

bought and transported from major wholesalers outside of the immediate

environs. These major wholesalers are located at; City Deep, south east of

Johannesburg for purchasing dried fish and cellphones, Jumbo in Crown

Mines for bags and then, China City in Crown Mines for clothing and toys.

The on site interviews in 2011 indicate that there is no integrated strategy

between the informal traders in terms of delivery of goods.

There appears to be a serious lack of on street hawker storage facilities,

with the majority of the traders renting storage space at Platform 19 at Park

Station itself at R20/week for a pallet sized 889 × 1,156 mm.

Economic Progression

The informal trading activities in the area provide for the various stages

within the chain of economic progression. The variants in trading typologies

demonstrate this progression as the trading stalls become more sophisticated

and more localised as they progress on the economic value chain; starting

from a totally mobile body as a shopfront , to temporary type structures.

The permanent fixture and hawker stalls form the transition towards the

formalised retail bracket. This progression has been comprehensively

documented ( Refer to Formal and Informal Trading Typologies )

Patterns

Conglomerations of similar trade and product types have been identified,

specifically in concentrated trade of clothing, shoes, fresh produce, bags,

sweet & snacks and fish as well as in services related to hair dressing and

cooking.

It appears that these conglomerations have grown organically. On one hand

it appears to reinforce a sense of destination and identity as the potential

customer knows where to go for specific goods and has a bigger choice,

and on the other hand the traders themselves are interested in attracting

a larger audience and pool of people, and potential buyers and shoppers.

This trend appears to be reinforced by operational impacts and spin-offs,

such as shared storage facilities and locations, in creating a offering in itself.

Introduction

Informal trading: a gentleman repairing shoes on

Wanderers Street.


Patterns

Within the configuration of formal retail, the patterns are not as tangible as

within the informal trade sector, however there are two patterns worthy of

noting. Firstly, there appears to be an interdependency between a number

of offerings; being, the liquor store, the tavern, the “buy and braai” shop

and the butcher, as these outlets are always positioned in close proximity

to each other.

Secondly, an unusual however frequently observed combination of goods

retail is the sale of linen and cell phones by the same shop and retailer.

Product cycle and operations

Goods being traded in the Park Station sub-precinct originate from a wide

range of locations being; food and fresh produce from Midrand and Soweto,

furniture from Selby, clothing and pharmaceutical products from Durban.

These are directly distributed to shops, mainly by van or pick up truck.

Delivery mainly occurs via secondary streets or in case of the Bridge

Shopping area to a specific delivery area. There is currently no apparent

formalised loading area for the retail activity within Park Station.

FORMAL TRADE

Location

As a local socio-economic node, the sub-precinct are contains ( besides of

informal activities ), a wide range of formal shops and an diverse offering of

services and community amenities.

It is of significance to note, that the highest concentration of formal retail

corresponds with the highest concentration of informal trading. The majority

of retail shopping and services are located in the vicinity of the corner of

Noord Street and Wanderers Street, anchored by the Bridge Shopping

Centre. The retail activity continues in a northerly direction along Wanderers

Street and its side streets. Formal retail is also present within the Park Station

building complex, focussed on convenience shopping for commuters.

There is no provision for destination shopping.

Economic Progression

The economic progression chain is also visible in the physical permutations

of the trading typologies from the start of a micro unit within another shop,

to a street or corner shop, to the typology of retail within a shopping centre.

The mirco-unit provides for unusual models of integration such as building

an extended counter within a shop, ‘a shop within a shop’ , activating the

shop façade by other retail activities or retrofitting space which was initially

not intended for retail purposes.

Introduction

Informal trading: selling fruits, opposite Wanderers

Taxi rank along Wanderers Street


Locations of criminal activity

Areas attracting criminal activity shift to other locations as the Metro Police

and Prasa Cres security follow and respond to crime “hot spots”.

Liquor outlets are associated with criminal activity. Stolen goods are

often found around these areas and the outlets are considered to be the

rendezvous areas for criminals where potential crime victims, are identified

and targeted.

Kazerne is a taxi holding facility associated with crime and a current location

for criminals to conceal and hide stolen goods. Further, the areas below

the two bridges close to Kazerne, being the Queen Elizabeth Bridge and

Nelson Mandela Bridge are often locations for the further concealment by

criminals of stolen goods.

At night-time all areas outside the station are perceived as unsafe, and in

particular areas where lighting levels are either insufficient or not working or

not provided for.

Integration of formal and informal trading

Both formal and informal trading streams demonstrate a great level

of inventiveness and entrepreneurship to capture and maximise the

commercial opportunities related to the pedestrian footfall to and from the

various transport modes.

In certain locations there appears a symbiotic relationship between both

as the informal trade activates and inhabits edges of retail hubs that are

dormant.

Quality, safety and liveability

The observations in terms of quality, safety and liveability reflect key outcomes

of interviews with, Metrorail Police, Metro Police and Prasa Cres Security.

Dynamics

Incidents of crime occur where in the main significant accumulations of

people occur, creating areas of congestion as these areas are hard to

monitor and patrol.

Illegal gambling and drinking occurs at and around taxi holding areas such

as the Kazerne Taxi rank and the area to the North of Metro Mall.

Introduction

Five gentleman selling bags and clothes at the

informal Zimbabwean bus and taxi rank on Leyds

Street.


These included :

• Pick pocketing; targeting local South Africans

• Luggage theft; foreigners are targeted by criminals posing as Park

Station registered porters or queuing marshals, leading foreigner

passengers astray and robbing them from their luggage.

• Selling of counterfeit goods

Illegal trading activities

The illegal trading activities :

• Trading of goods that are illegal i.e. foreign cigarettes, pirate goods,

stolen goods, counterfeit goods. It was noted that the Metro Police

Officers’ street trading units does not have the mandate to enforce

the Counterfeit Act.

• Illegal gambling - often associated with taxi holding

• Infringement of by-laws in terms of health and safety where cooking

and selling of prepared food occurs.

Health and safety of people is at risk around areas where food is prepared.

Often waste provision is not sufficient and where provided, drains get

blocked. Contamination of areas poses a risk.

It was stated that food sellers need to show certificate of acceptability to

health inspectors but that this is not currently controlled.

Patrolled areas

The external areas to the north east of Park Station is patrolled, with security

highly visible. Incidents of crime in this area are further less than elsewhere

and the area is perceived as “safer”.

During the night, Park Station and the Cookhouse (an enclosed food

court next to Park Station) is deemed to be a public “safe haven” for

passengers. When Park Station closes, long distance bus travellers are still

accommodated in specific waiting areas within the station building.

Other passengers have no allocated waiting facilities and use the Cookhouse,

as an area of safety.

Wanderers Taxi rank is controlled and all activity other than taxi operations

are not allowed in order to clear sight lines and improve visibility. Only

registered porters are allowed within the boundary of the rank.

Types of crime

It is appears that the criminal activity in general is not violent, which is

potentially as a result of the visibility and tangibility of security and police

in keeping violent crime under control. The type of crime in the area was

referred to as “common robberies”.

Introduction

Informal trading: three ladies selling dried fish on

Leyds Street, opposite St John’s Academy.


SOCIO-ECONOMICS STATUS QUO 155

African Development Economic Consultants ADEC

103 Algernon Road, Norwood, Johannesburg tel: (011)728-1965 Postal: Suite 131, Private Bag X5, Norwood 2117 2

Part 1. ECONOMIC OVERVIEW This Part 1 Report provides a brief overview of the metropolitan economy as context for the potential development of the decking site in Central Johannesburg. Key economic sectors are analyzed, in terms of GDP contribution and resident employment trends in Gauteng and within Johannesburg. Household income trends are also assessed. Other data relevant to the decking project that are analyzed in this section include baseline demographic trends, foreign & domestic tourism flows, and passenger projections for Gautrain and regional commuter rail systems. More detailed economic and demographic analyses relevant to individual land uses are conducted as part of the respective market analyses for those uses.

Economic Sectors Gauteng is the economic engine of South Africa. Furthermore, Johannesburg is one of the major business hubs of Africa, with the continent’s busiest airport and its highest concentration of financial resources. For these and other reasons, Johannesburg continues to attract thousands of people from throughout Africa seeking employment and a better life. Chart 1

Johannesburg has a relatively diverse economic base, which helps dampen the impacts of a serious downturn in any one sector. Almost 1.2 million residents are employed in a variety of economic sectors. Even so, Johannesburg’s economy, like that of New York, London, and Hong Kong, is dominated by financial services.

1%

17% 1%

7%

18%

6%22%

17%

11%

Mining

Manufacturing

Utilities

Construction

Trade

Transport/Comm.

FIRE

Comm. Services

Other

RESIDENT EMPLOYMENT BY SECTOR, JOHANNESBURG METRO, 2007 Sources: Statistics South Africa and ADEC.

Employment Varieties & Trends for JHB Metropolitan

SOURCE: Financial & Business Model for Decking the Railway Lines in Central Johannesburg, Adec, 2009

Resident employment varieties by primary sector, Johannesburg Metropolitan, 2007

Resident employment trends by primary sectors, Johannesburg Metropolitan, 1991-2007

* Finance, insurance & real estate

*

*

Figure 5.1

* Finance, insurance & real estate


23

57

54

58

66

55

56

65

60

67

61

64

63

59

62

N17

N1/

20M

0

N12

K144.01

N1/20M

1589

K45.02

JULES STREET

VEREEN

IGIN

GR

OAD

K45.01

MAIN REEF ROAD

K122.0

1

MAIN ROAD

AG117-77369

K45

.04

CO

MA

RO

STREET

KLIPRIVER

ROAD

MARAISBURG ROAD

MARSHALL STREET

OLD POTCHEFSTROOM ROAD

NA

SR

EC

RO

AD

ALBERTON ROAD

K45

.03

COMMISSIONER STREET

BREE STREET

N1/20M

2353

RIFLE RANGE ROAD

N1/20M1061

N1/20M

1278

BROAD WAY

K57

.01

K130.01K87

EMPIRE ROAD

MASUPHA STREET

RO

SETTENVILLE

RO

AD

OXFORD

ROAD

BOOYSENS ROAD

SOUTH RAND ROAD

AF117-62315

LONG ROAD

RIS

SIK

STR

EE

T

TURF CLUB STREET

ROBERTS AVENUE

FIRST AVENUE

CO

MM

AND

OR

OAD

JUDITH ROAD

BARAG

WAN

ATHR

OAD

CH

UR

CH

STR

EE

T

RAND SHOW ROAD

N12 OFFRAMP

M1 SOUTH S

BELLAIRS DRIVE

OBSERVATORY AVENUE

PR

AIR

IES

TRE

ET

DUIKER ROAD

FUEL ROAD

LOW

ER

GE

RM

ISTO

N

MOLLIE ROAD

KINGSWAY

MAIN REEF

NORTH AVENUE

MARCIA STREET

TRE

UR

OA

DV

ICK

ER

SR

OA

D

CO

MA

RO

MO

OI LIN

K

LANGERMANN DRIVE

BEN NAUDE

HEIDELBERG ROAD

GORDON ROAD

SIEM

ERT

RO

AD

TUR

FFO

NTE

INR

OAD

N1/20M

1378

AG117-76376

BARTLETT ROADPA

RK

DR

IVE

XAV

IER

STR

EE

T

RIP

LEY

RO

AD

PERTH ROAD EAST

K57.01 OFFRAMP

N12 ONRAMP

AF117-62350

ANNET ROAD

ALAMEIN ROAD

AG117-62763

ST ANDREWS ROAD

NEWM

19FROM

MA

CR

OW

NW

OO

DR

OA

D

K85.02

PERTHROAD

TUR

FR

OA

D

SO

LOM

ON

STR

EE

T

AF117-62537

CHILV

ERS

STRE

ET

TENTHSTREET

N1

N3/

12M

3100

MA

RA

ISS

TRE

ET

M2 E RAMP

N17 ONRAMP

N12 OFFRAMP

K45.03

MAIN ROAD

VE

RE

EN

IGIN

GR

OA

D

KLIP

RIV

ER

RO

AD

K57.01

N1/20M

1589

SOUTH RAND ROAD

K122.01

N1/

20M

1278

MAIN ROAD

MAIN ROAD

N12 ONRAMP

MAIN ROAD

N12

N17

N12

N12

KLIP RIVERROAD

MAIN REEF ROAD

MA

INR

OA

DMAIN ROAD

N1/

20M

0

MAIN ROAD

ALBERTON ROAD

N1/

20M

1061

A

F

G

C E

D

B

±1:85,000

Locality Map

1,400 0 1,400700 Meters

CITY OF JOHANNESBURGREGION F

Corporate Geo-InformaticsTelephone: +27 11 407-6200

Email: [email protected]

Income per Ward 2001

Workspace:Date:Compiler:Source:Projection:Datum:

//cgissql/projects/Wardsprofileprj/Regions_New/RegionF/Wards_lncome.mxd13 October 2006Zodwa SangweniCity of JohannesburgTransverse Mercator Lo.29Hartebeeshoek 1994

ANNUAL HOUSEHOLDINCOME 2001

No income

R1 - R4800

R4801- R9600

R9601 - R19200

R19201- R38400

R38401 - R76800

R76801 - R153600

R153601 - R307200

R307201 - R614400

R614401 - R1228800

R1228801 - R2457600

Over R2457600

ANNUAL HOUSEHOLD INCOME - 2001WARD

NONo

incomeR1 - R4

800R4 801 -R9 600

R9 601 -R19 200

R19 201 -R38400

R38 401 -R76 800

R76 801 -R153 600

R153 601 -R307 200

R307 201 -R614 400

R614 401 -R1 228 800

R1 228 801 -R2 457 600 R2 457 601+

23 921 524 1281 1279 991 1138 1774 2339 1369 287 98 6054 408 273 1277 880 994 2162 3420 3190 1095 175 83 4755 971 335 1039 1408 1782 2045 1943 1175 286 61 38 1956 581 181 684 853 1086 1306 1437 1004 387 71 34 2857 1543 326 1023 1453 2230 1683 1556 1083 259 33 42 1058 1374 436 1090 1476 1587 1560 967 409 106 23 28 659 716 90 265 1016 1247 873 286 35 51 11 26 260 3216 213 931 2623 3303 2775 1078 312 77 26 15 161 2110 487 766 1588 1204 661 276 96 20 7 11 462 1032 115 419 1377 1871 1691 662 145 64 18 19 963 3110 302 836 2530 2953 2332 1011 204 89 18 14 164 3096 214 1040 2752 3590 2961 1610 523 132 47 29 1565 3470 501 912 1968 1767 1022 539 259 77 18 12 1366 1329 346 1042 1623 1540 1671 1870 1625 753 251 128 8267 2235 219 795 1841 2008 1855 1264 622 227 64 38 26Total 26,112 4,562 13,400 24,667 28,153 25,735 19,693 13,021 4,992 1,110 615 323

LegendRegions

National Roads

Major Roads

Provincial Roads

SOURCE: Johannesburg e-services website: eservices.joburg.org.za

23

57

54

58

66

55

56

65

60

67

61

64

63

59

62

N17

N1/

20M

0

N12

K144.01

N1/20M

1589

K45.02

JULES STREET

VEREEN

IGIN

GR

OAD

K45.01

MAIN REEF ROAD

K122.0

1

MAIN ROAD

AG117-77369

K45

.04

CO

MA

RO

STREET

KLIPRIVER

ROAD

MARAISBURG ROAD

MARSHALL STREET


NA

SR

EC

RO

AD

ALBERTON ROAD

K45

.03

COMMISSIONER STREET

BREE STREET

N1/20M

2353

RIFLE RANGE ROAD

N1/20M1061

N1/20M

1278

BROAD WAY

K57

.01

K130.01K87

EMPIRE ROAD

MASUPHA STREET

RO

SETTENVILLE

RO

AD

OXFORD

ROAD

BOOYSENS ROAD

SOUTH RAND ROAD

AF117-62315

LONG ROAD

RIS

SIK

STR

EE

T

TURF CLUB STREET

ROBERTS AVENUE

FIRST AVENUE

CO

MM

AND

OR

OAD

JUDITH ROAD

BARAG

WAN

ATHR

OAD

CH

UR

CH

STR

EE

T

RAND SHOW ROAD

N12 OFFRAMP

M1 SOUTH S

BELLAIRS DRIVE

OBSERVATORY AVENUE

PR

AIR

IES

TRE

ET

DUIKER ROAD

FUEL ROAD

LOW

ER

GE

RM

ISTO

N

MOLLIE ROAD

KINGSWAY

MAIN REEF

NORTH AVENUE

MARCIA STREET

TRE

UR

OA

D

VIC

KE

RS

RO

AD

CO

MA

RO

MO

OI LIN

K

LANGERMANN DRIVE

BEN NAUDE

HEIDELBERG ROAD

GORDON ROAD

SIEM

ERT

RO

AD

TUR

FFO

NTE

INR

OAD

N1/20M

1378

AG117-76376

BARTLETT ROAD

PAR

KD

RIV

E

XAV

IER

STR

EE

T

RIP

LEY

RO

AD

PERTH ROAD EAST

K57.01 OFFRAMP

N12 ONRAMP

AF117-62350

ANNET ROAD

ALAMEIN ROAD

AG117-62763

ST ANDREWS ROAD

NEWM

19FROM

MA

CR

OW

NW

OO

DR

OA

D

K85.02

PERTHROAD

TUR

FR

OA

D

SO

LOM

ON

STR

EE

T

AF117-62537

CHILV

ERS

STRE

ET

TENTHSTREET

N1

N3/

12M

3100

MA

RA

ISS

TRE

ET

M2 E RAMP

N17 ONRAMP

N12 OFFRAMP

K45.03

MAIN ROAD

VE

RE

EN

IGIN

GR

OA

D

KLIP

RIV

ER

RO

AD

K57.01

N1/20M

1589

SOUTH RAND ROAD

K122.01

N1/

20M

1278

MAIN ROAD

MAIN ROAD

N12 ONRAMP

MAIN ROAD

N12

N17

N12

N12

KLIP RIVERROAD

MAIN REEF ROAD

MA

INR

OA

DMAIN ROAD

N1/

20M

0

MAIN ROAD

ALBERTON ROAD

N1/

20M

1061

A

F

G

C E

D

B

±1:85,000

Locality Map

1,400 0 1,400700 Meters








No income

R1 - R4800

R4801- R9600

R9601 - R19200

R19201- R38400

R38401 - R76800

R76801 - R153600

R153601 - R307200

R307201 - R614400

R614401 - R1228800

R1228801 - R2457600

Over R2457600


NONo

incomeR1 - R4

800R4 801 -R9 600

R9 601 -R19 200

R19 201 -R38400

R38 401 -R76 800

R76 801 -R153 600

R153 601 -R307 200

R307 201 -R614 400

R614 401 -R1 228 800

R1 228 801 -R2 457 600 R2 457 601+

23 921 524 1281 1279 991 1138 1774 2339 1369 287 98 6054 408 273 1277 880 994 2162 3420 3190 1095 175 83 4755 971 335 1039 1408 1782 2045 1943 1175 286 61 38 1956 581 181 684 853 1086 1306 1437 1004 387 71 34 2857 1543 326 1023 1453 2230 1683 1556 1083 259 33 42 1058 1374 436 1090 1476 1587 1560 967 409 106 23 28 659 716 90 265 1016 1247 873 286 35 51 11 26 260 3216 213 931 2623 3303 2775 1078 312 77 26 15 161 2110 487 766 1588 1204 661 276 96 20 7 11 462 1032 115 419 1377 1871 1691 662 145 64 18 19 963 3110 302 836 2530 2953 2332 1011 204 89 18 14 164 3096 214 1040 2752 3590 2961 1610 523 132 47 29 1565 3470 501 912 1968 1767 1022 539 259 77 18 12 1366 1329 346 1042 1623 1540 1671 1870 1625 753 251 128 8267 2235 219 795 1841 2008 1855 1264 622 227 64 38 26Total 26,112 4,562 13,400 24,667 28,153 25,735 19,693 13,021 4,992 1,110 615 323

LegendRegions

National Roads

Major Roads

Provincial Roads

Ward 59 & 60 demonstrating annual household income within the Park Station Sub-precinct

23

57

54

58

66

55

56

65

60

67

61

64

63

59

62

N17

N1/

20M

0

N12

K144.01

N1/20M

1589

K45.02

JULES STREET

VEREEN

IGIN

GR

OAD

K45.01

MAIN REEF ROAD

K122.0

1

MAIN ROAD

AG117-77369

K45

.04

CO

MA

RO

STREET

KLIPRIVER

ROAD

MARAISBURG ROAD

MARSHALL STREET


NA

SR

EC

RO

AD

ALBERTON ROAD

K45

.03

COMMISSIONER STREET

BREE STREET

N1/20M

2353

RIFLE RANGE ROAD

N1/20M1061

N1/20M

1278

BROAD WAY

K57

.01

K130.01K87

EMPIRE ROAD

MASUPHA STREET

RO

SETTENVILLE

RO

AD

OXFORD

ROAD

BOOYSENS ROAD

SOUTH RAND ROAD

AF117-62315

LONG ROAD

RIS

SIK

STR

EE

T

TURF CLUB STREET

ROBERTS AVENUE

FIRST AVENUE

CO

MM

AND

OR

OAD

JUDITH ROAD

BARAG

WAN

ATHR

OAD

CH

UR

CH

STR

EE

T

RAND SHOW ROAD

N12 OFFRAMP

M1 SOUTH S

BELLAIRS DRIVE

OBSERVATORY AVENUE

PR

AIR

IES

TRE

ET

DUIKER ROAD

FUEL ROAD

LOW

ER

GE

RM

ISTO

N

MOLLIE ROAD

KINGSWAY

MAIN REEF

NORTH AVENUE

MARCIA STREET

TRE

UR

OA

D

VIC

KE

RS

RO

AD

CO

MA

RO

MO

OI LIN

K

LANGERMANN DRIVE

BEN NAUDE

HEIDELBERG ROAD

GORDON ROAD

SIEM

ERT

RO

AD

TUR

FFO

NTE

INR

OAD

N1/20M

1378

AG117-76376

BARTLETT ROAD

PAR

KD

RIV

E

XAV

IER

STR

EE

T

RIP

LEY

RO

AD

PERTH ROAD EAST

K57.01 OFFRAMP

N12 ONRAMP

AF117-62350

ANNET ROAD

ALAMEIN ROAD

AG117-62763

ST ANDREWS ROAD

NEWM

19FROM

MA

CR

OW

NW

OO

DR

OA

D

K85.02

PERTHROAD

TUR

FR

OA

D

SO

LOM

ON

STR

EE

T

AF117-62537

CHILV

ERS

STRE

ET

TENTHSTREET

N1

N3/

12M

3100

MA

RA

ISS

TRE

ET

M2 E RAMP

N17 ONRAMP

N12 OFFRAMP

K45.03

MAIN ROAD

VE

RE

EN

IGIN

GR

OA

D

KLIP

RIV

ER

RO

AD

K57.01

N1/20M

1589

SOUTH RAND ROAD

K122.01

N1/

20M

1278

MAIN ROAD

MAIN ROAD

N12 ONRAMP

MAIN ROAD

N12

N17

N12

N12

KLIP RIVERROAD

MAIN REEF ROAD

MA

INR

OA

DMAIN ROAD

N1/

20M

0

MAIN ROAD

ALBERTON ROAD

N1/

20M

1061

A

F

G

C E

D

B

±1:85,000

Locality Map

1,400 0 1,400700 Meters








No income

R1 - R4800

R4801- R9600

R9601 - R19200

R19201- R38400

R38401 - R76800

R76801 - R153600

R153601 - R307200

R307201 - R614400

R614401 - R1228800

R1228801 - R2457600

Over R2457600


NONo

incomeR1 - R4

800R4 801 -R9 600

R9 601 -R19 200

R19 201 -R38400

R38 401 -R76 800

R76 801 -R153 600

R153 601 -R307 200

R307 201 -R614 400

R614 401 -R1 228 800

R1 228 801 -R2 457 600 R2 457 601+

23 921 524 1281 1279 991 1138 1774 2339 1369 287 98 6054 408 273 1277 880 994 2162 3420 3190 1095 175 83 4755 971 335 1039 1408 1782 2045 1943 1175 286 61 38 1956 581 181 684 853 1086 1306 1437 1004 387 71 34 2857 1543 326 1023 1453 2230 1683 1556 1083 259 33 42 1058 1374 436 1090 1476 1587 1560 967 409 106 23 28 659 716 90 265 1016 1247 873 286 35 51 11 26 260 3216 213 931 2623 3303 2775 1078 312 77 26 15 161 2110 487 766 1588 1204 661 276 96 20 7 11 462 1032 115 419 1377 1871 1691 662 145 64 18 19 963 3110 302 836 2530 2953 2332 1011 204 89 18 14 164 3096 214 1040 2752 3590 2961 1610 523 132 47 29 1565 3470 501 912 1968 1767 1022 539 259 77 18 12 1366 1329 346 1042 1623 1540 1671 1870 1625 753 251 128 8267 2235 219 795 1841 2008 1855 1264 622 227 64 38 26Total 26,112 4,562 13,400 24,667 28,153 25,735 19,693 13,021 4,992 1,110 615 323

LegendRegions

National Roads

Major Roads

Provincial Roads

23

57

54

58

66

55

56

65

60

67

61

64

63

59

62

N17

N1/

20M

0

N12

K144.01

N1/20M

1589

K45.02

JULES STREET

VEREEN

IGIN

GR

OAD

K45.01

MAIN REEF ROAD

K122.0

1

MAIN ROAD

AG117-77369

K45

.04

CO

MA

RO

STREET

KLIPRIVER

ROAD

MARAISBURG ROAD

MARSHALL STREET


NA

SR

EC

RO

AD

ALBERTON ROAD

K45

.03

COMMISSIONER STREET

BREE STREET

N1/20M

2353

RIFLE RANGE ROAD

N1/20M1061

N1/20M

1278

BROAD WAY

K57

.01

K130.01K87

EMPIRE ROAD

MASUPHA STREET

RO

SETTENVILLE

RO

AD

OXFORD

ROAD

BOOYSENS ROAD

SOUTH RAND ROAD

AF117-62315

LONG ROAD

RIS

SIK

STR

EE

T

TURF CLUB STREET

ROBERTS AVENUE

FIRST AVENUE

CO

MM

AND

OR

OAD

JUDITH ROAD

BARAG

WAN

ATHR

OAD

CH

UR

CH

STR

EE

T

RAND SHOW ROAD

N12 OFFRAMP

M1 SOUTH S

BELLAIRS DRIVE

OBSERVATORY AVENUE

PR

AIR

IES

TRE

ET

DUIKER ROAD

FUEL ROAD

LOW

ER

GE

RM

ISTO

N

MOLLIE ROAD

KINGSWAY

MAIN REEF

NORTH AVENUE

MARCIA STREET

TRE

UR

OA

D

VIC

KE

RS

RO

AD

CO

MA

RO

MO

OI LIN

K

LANGERMANN DRIVE

BEN NAUDE

HEIDELBERG ROAD

GORDON ROAD

SIEM

ERT

RO

AD

TUR

FFO

NTE

INR

OAD

N1/20M

1378

AG117-76376

BARTLETT ROAD

PAR

KD

RIV

E

XAV

IER

STR

EE

T

RIP

LEY

RO

AD

PERTH ROAD EAST

K57.01 OFFRAMP

N12 ONRAMP

AF117-62350

ANNET ROAD

ALAMEIN ROAD

AG117-62763

ST ANDREWS ROAD

NEWM

19FROM

MA

CR

OW

NW

OO

DR

OA

D

K85.02

PERTHROAD

TUR

FR

OA

D

SO

LOM

ON

STR

EE

T

AF117-62537

CHILV

ERS

STRE

ET

TENTHSTREET

N1

N3/

12M

3100

MA

RA

ISS

TRE

ET

M2 E RAMP

N17 ONRAMP

N12 OFFRAMP

K45.03

MAIN ROAD

VE

RE

EN

IGIN

GR

OA

D

KLIP

RIV

ER

RO

AD

K57.01

N1/20M

1589

SOUTH RAND ROAD

K122.01

N1/

20M

1278

MAIN ROAD

MAIN ROAD

N12 ONRAMP

MAIN ROAD

N12

N17

N12

N12

KLIP RIVERROAD

MAIN REEF ROAD

MA

INR

OA

DMAIN ROAD

N1/

20M

0

MAIN ROAD

ALBERTON ROAD

N1/

20M

1061

A

F

G

C E

D

B

±1:85,000

Locality Map

1,400 0 1,400700 Meters








No income

R1 - R4800

R4801- R9600

R9601 - R19200

R19201- R38400

R38401 - R76800

R76801 - R153600

R153601 - R307200

R307201 - R614400

R614401 - R1228800

R1228801 - R2457600

Over R2457600


NONo

incomeR1 - R4

800R4 801 -R9 600

R9 601 -R19 200

R19 201 -R38400

R38 401 -R76 800

R76 801 -R153 600

R153 601 -R307 200

R307 201 -R614 400

R614 401 -R1 228 800

R1 228 801 -R2 457 600 R2 457 601+

23 921 524 1281 1279 991 1138 1774 2339 1369 287 98 6054 408 273 1277 880 994 2162 3420 3190 1095 175 83 4755 971 335 1039 1408 1782 2045 1943 1175 286 61 38 1956 581 181 684 853 1086 1306 1437 1004 387 71 34 2857 1543 326 1023 1453 2230 1683 1556 1083 259 33 42 1058 1374 436 1090 1476 1587 1560 967 409 106 23 28 659 716 90 265 1016 1247 873 286 35 51 11 26 260 3216 213 931 2623 3303 2775 1078 312 77 26 15 161 2110 487 766 1588 1204 661 276 96 20 7 11 462 1032 115 419 1377 1871 1691 662 145 64 18 19 963 3110 302 836 2530 2953 2332 1011 204 89 18 14 164 3096 214 1040 2752 3590 2961 1610 523 132 47 29 1565 3470 501 912 1968 1767 1022 539 259 77 18 12 1366 1329 346 1042 1623 1540 1671 1870 1625 753 251 128 8267 2235 219 795 1841 2008 1855 1264 622 227 64 38 26Total 26,112 4,562 13,400 24,667 28,153 25,735 19,693 13,021 4,992 1,110 615 323

LegendRegions

National Roads

Major Roads

Provincial Roads

Figure 5.2

Average Household Income

SOCIO-ECONOMICS STATUS QUO 157Demographic, Economic & Social Profiling

SOURCE: Draft 2011-16 Integrated Development Plan, City of Johannesburg, 2011

Demographic, economic & social profile of Johannesburg City

Figure 5.3



Average rental rates, inner city, Johannesburg 2004-2008

Average rental rates per sub-market, central Johannesburg 2009

Figure 5.4

2004 2008 Change Percent

Bachelor Flat 1,200 1,388 188 16%

1 Bed Flat 1,600 2,039 439 27%

2 Bed Flat 2,600 2,607 607 30%

3 Bed Flat 2,300 3,201 801 35%

Area Bachelor 1 Bed 2 Bed 3 Bed

Braamfontein 2,900 4,883 6,750 -

CBD 2,282 3,112 4,139 -

Doornfontein 1,700 3,200 4,700 -

Joubert Park 2,157 2,842 3,006 -

Fordsburg/Newtown - 2,672 3,459 4,218

Highlands/Yeoville 2,152 2,942 3,251 3,878

Hillbrow/Berea 2,088 2,463 2,939 4,384

Jeppestown/Troyeville 1,832 2,689 2,949 -

AVERAGE RENTAL 1,889 3,095 3,899 4,160

Residential Rental Rates

SOCIO-ECONOMICS STATUS QUO 159Residential Purchase Prices



103 Algernon Road, Norwood (Johannesburg). Tel (011) 728-1965 / 6690 Fax (011) 728-8371.

[email protected]. Suite 131, Private Bag X5, Norwood 2117 SOUTH AFRICA 51

Prices at comparable new developments are averaging R15,000 per square meter. However, price varies in large measure by location. A 36m flat 2

in the Colosseum (a project located in the central business district) is priced at R15,636 per sqm whereas a 57m 2 one-bed flat in Sandton is priced atR17,543 per sqm.

Table 34. PRICES OF COMPARABLE DEVELOPMENTS, JOHANNESBURG 2009

Suburb Development No. of Beds SQM Price Price Per SQM

Braamfontein 100 Jorissen Street 1 bed flat 47 380 000 8 085.11

Braamfontein 100 Jorissen Street 1 bed penthouse 113 599 000 5 300.88

Braamfontein 100 Jorissen Street 2 bed flat 94 700 000 7 446.81

Braamfontein 100 Jorissen Street Studio 24 320 000 13 333.33

Braamfontein Bridgeview 1 bed flat 40 400 000 10 000.00

Braamfontein Bridgeview 2 bed flat 74 850 000 11 486.49

Braamfontein Bridgeview Studio 32 409 000 12 781.25

Braamfontein Times Square 1 bed flat 34 350 000 10 432.19

CBD Station Lofts 1 studio 20 199 000 9 950.00

CBD Station Lofts Studio 20 199 000 9 950.00

CBD The Colosseum Studio 28 250 000 9 057.97

CBD The Colosseum 1 bed flat 36 550 000 15 363.13

CBD The Liberty 1 bed flat 51 360 000 7 058.82

CBD The Liberty 2 bed flat 94 800 000 8 556.15

CBD The Liberty Studio 36 299 000 8 305.56

Marshalltown Dogon 1 bed flat 47 539 000 11 468.09

Marshalltown Dogon 2 bed flat 69 805 000 11 666.67

Marshalltown Dogon 2 bed penthouse 86 999 000 11 616.28

Marshalltown Dogon Studio 30 320 000 10 666.67

Marshalltown Harrison House 2 bed flat 84 630 000 7 500.00

Melrose Melrose Arch 1 bed flat 55 3 300 000 60 000.00

Newtown The Newtown 2 bed flat 85 855 000 10 058.82

Sandton Hydro Park 1 bed 57 1 000 000 17 543.86

Sandton Hydro Park 2 bed 83 1 900 000 22 891.57

Sandton The Emperor 2 bed penthouse 157 3 800 000 24 203.82

Sandton The Westpoint 1 bed flat 80 800 000 10 000.00

Sandton West Ferry 2 bed flat 127 1 800 000 14 173.23

Source: African Development Economic Consultants (ADEC).

Braamfontein

Price is a key selling factor for new projects in Braamfontein. Units areselling at less than R500,000. The current and recent market in Braamfonteinis largely comprised of investors in the buy-to-let market, comprising 60 to70% of sales. The remaining 30 to 40% consist of owner-occupants. Investorsprefer to buy residential stock in this sub-market is because rental yields aresignificantly higher than in other locations and there is a demand for rentalstock.

For example, a one-bed flat in Sandton can fetch R1.0 million andrented for R6,000, generating a rental yield of 7%. By comparison, an investorcan buy a one-bed flat in Braamfontein for R350,000 and rent it R3,800,

Sample purchase prices of developments within Johannesburg Metropolitan 2009


10 3 Algernon Road, Norwood (Johannesburg). Tel (011) 728-1965 / 6690 Fax (011) 728-8371. [email protected] . Suite 131, Private Bag X5, Norwood 2117 SOUTH AFR ICA

16

Chart 7

The Hillbrow sub-market has garnered the lowest prices i n sectional title properties. Part of the reason for the depressed prices in Hillbrow is thehigher risk associated with sectional title properties there . There are“dysfunctional” bodies corporate in some buildings, which jeopardises theinvestment value. Even then, prices for Hillbrow’s sectio nal title properties have increased by over 360% from R22,000 in 2004 to 1 02,000 by 2009.Some buyers have been able to circumvent the risk issue by identifying well-managed buildings. Most of the stock in this area is purch ased for rentaltenure because of the high yields that can be obtaine d from rentals in a tighthousing market.

Freeholds . There are relatively few freehold properties in In ner City Johannesburg, and many of these are multi-family bui ldings with singleownership (for rental apartments). Prices for these prop erties are relativelyhigh because they are oriented to commercial use and are situated onvaluable land. Prices for freehold properties have be en highest in the Braamfontein area and in nearby Hillbrow. The avera ge price in Braamfontein surpassed R1.0 million in 2007 and has continued to increase. Bycomparison, freehold properties in most other Inner Cit y sub-markets have remained below R1.0 million, which has become an art i�cial price ceiling inthose areas. Volatility in Newtown prices is likely due to the low number ofsales, each of which can skew the sub-market average wildl y. Whilst freeholdprices continued to increase in most Inner City sub- markets into 2009, it is

2004 20 05 2006 2007 2008 2009

Newtown - - - - 752,531 -

Marshalltown - - - 36 2,508 143,641 373,778

Hillbrow 21,499 34,210 46,899 87,552 119,701 101,782

Fordsburg 284,464 29 0,417 825,112 956,580 837,563 716,667

Joubert Park 20,836 26,425 35,540 75,417 111,427 137,417

Johannesburg Central 39,768 31 8,126 484,447 278,492 290,792 57,543

Braamfontein 81,700 149,250 382,752 376,388 347,617 4 0 1,750

Berea 31,006 55,864 76,259 123,657 151,967 132,873

-

500,000

1,000,000

1,500,000

2,000,000

2,500,000

3,000,000

AVERAGE SECTIONAL TITLE PRICES, JOHANNESBURG 2004-2Source: Lightstone and ADEC


103 Algernon Road, Norwood (Johannesburg). Tel (011) 728-1965 / 6690 Fax (011) 728-8371.

[email protected]. Suite 131, Private Bag X5, Norwood 2117 SOUTH AFRICA 17

unlikely that this growth is sustainable given the downward shift change ineconomic conditions, the tighter financing requirements, and the de-escalation in sectional title markets.

Chart 8

Average property prices in the Doornfontein area have been on anupward trend with most of the increase (of over 600%) experienced since 2008. It is possible that property values have escalated due to speculationrelating to 2010 development in the nearby Ellis Park sports precinct.

The market for property in Hillbrow is characterised by significantlyhigher prices for freehold properties. From a risk management perspective, it is safer to purchase an entire rental building and manage it rather than topurchase individual units in a sectional title building. As such, freehold pricesare on average much higher than sectional titles. The number of freeholdproperty sales is low in Hillbrow because 98% of the residential stock is insectional title and only 2% comprising of freehold properties.

In Newtown, freehold prices have been increasing, with the peak pricesaveraging R972,000 in 2007. After 2008, however, freehold property priceshave fallen.

AVERAGEFREEHOLD PROPERTYPRICES, JOHANNESBURG 2004-2009

Source: Lightstone and ADEC

-

2 000 000

4 000 000

6 000 000

8 000 000

10 000 000

12 000 000

New tow n 215 000 6 307 548 4 682 504 2 917 500 2 642 500 450 000

Hillbrow 265 000 214 000 950 000 1 000 000 1 000 000 1 000 000

Fordsburg 0 295 000 2 94 625 3 80 167 125 000 900 000

Doornfontein 0 295 000 2 94 625 3 80 167 125 000 900 000

Joubert Park 53 792 560 191 2 43 750 1 92 321 723 731 977 714

Johannesburg Central 689 286 980 881 989 924 761 111 969 808 577 679

Doornfontein - 295 000 294 625 380 167 125 000 900 000

Braamfontein 716 000 377 917 461 844 918 750 2 522 143 2 800 000

2004 2 005 2 006 2007 2008 2009

Average freehold property prices, Johannesburg City 2004-2009

Average sectional title prices, Johannesburg 2004-2009

Figure 5.5

Suburb Development No. of Beds sq. m2 Price Price per sq.


• Record data. Through analyzing Windeed records of actual sales

of properties in the study area, approximately 50 sales were

established to have happened in the study area from the period

1928 through to 2010.

• Sampling. A representative sample providing relevance, was

determined as being the most recent 30 of these sales, which

stretched from 1992 to 2010.

• Factoring. These actual sales prices were then factored through to

2011 values through multiplying the values with the recorded CPI

rates (as given by Stats SA) in a compounded manner.

• Sample refinement. Of the sample of 30 properties, there were

25 that had buildings and / or developments on them and 5 that

were open and / or vacant plots. The present values of the 25

properties with buildings on were then divided by the actual bulk

(gross leasable area of built form) on each property to obtain the

rate of value expressed a rate per bulk meter square (R/Bm2).

Of the sample of 30 properties there were 5 that were open and/or vacant

plots. The present values of these 5 properties were then divided by the

actual property size to get the rate per physical meter square (R/m2).

CONTEXT

The purpose of this section is to provide critical evidence to inform the value

of land and/or development bulk in the Sub-Precinct area. Establishing

reasonably reliable values from existing material was not readily available,

and a methodology was developed in order to provide rigour to the data

available.

Methodology : Objectives

The valuation data analysed emanating from PRASA correspondence and

also CoJ data, varied in statements from R 14,000 – R 10,000 /m2. The

purpose of the methodology was to establish a view ( based on empirical

research and data ) of property values expressed as a rate per bulk metre

square and as a rate per physical metre square in the immediate vicinity

of Park Station Johannesburg, in the area ( being the, Park Station Sub

Precinct Framework zone ).

Methodology : The process

The methodology used was to generate a representative sample of properties

in the study area of actual recorded sales and to use such records to inform

the present value of properties in the area. The methodology summary

stages are outlined as :

Land Value

Formule Inn hotel off Wanderers Street, opposite

Wanderers taxi rank.


While the market may place a degree of premium on built form immediately

adjacent to or in the actual Park Station precinct, it is highly unlikely that

such value would be close to the replacement cost of such bulk, unless

factors on the ground were to change significantly.

It also is worthwhile reflecting that the sales in the area and sample of

actual recorded sales, as shown by dates and prices, does not reflect the

same degree of market positioning by developers and property funds for

properties close to Gautrain stations, as happened in the case of other

Gautrain Station areas such as Hatfield, Sandton and Rosebank.

Outcomes and Results

The analysis demonstrated that the sample of 25 properties with buildings

had an average sale value of R1683/Bm2 and that the sample of 5 properties

that were open and / or vacant plots had an average sale value of R7068/

m2.

There were naturally some ‘outliers’ in the study, for example a property

that was a service station where the value of the property lies in the sale

of petroleum products and not the actual building. In order to get a more

representative indication of value and provide an element the two lowest

and the two highest values were removed from the sample of 25 properties

with buildings on. The result was that the average value dropped from

R1683/Bm2 to R1327/Bm2.

While this research does make assumptions such as the method of present

valuing property sales, using CPI, it does show that the market places a

rather low value on bulk in the study area, which is reflective of values falling

in the inner city due to inner city decay.

In contrast, the market does place a much higher value on buildings in

nodes such as Rosebank and Sandton, were market values have not been

adversely affected through decay and natural supply and demand factors.

Land Value

A gentleman and lady selling fruits on De Villiers

Street, opposite the South Station Building.


SOURCE: Windeed

N


Railway Lines

Figure 5.6

Land Ownership

0 50 100 200

SOCIO-ECONOMICS STATUS QUO 165Site Owners

SOURCE: Windeed

1934 Eskom Holdings Ltd1935 Eskom Holdings Ltd2048 Eskom Holdings Ltd2054 Eskom Holdings Ltd2058 Eskom Holdings Ltd1813 Fadprops 9 Pty Ltd2088 Fadprops 9 Pty Ltd1808 French Club Pty Ltd1809 French Club Pty Ltd1815 French Club Pty Ltd1814 Gauteng Provincial Government 2090 Genab Pty Ltd4492 Genab Pty Ltd1804 Genfin Inv Cc4454 Genfin Inv Cc1937 Government( Province Of Gauteng)5063 Gr& National Hotel Pty Ltd4870 Hajat Inv Cc5064 Hajat Inv Cc5297 Hajat Inv Cc2085 Hospital Of St John Of Jerusalem2087 Hospital Of St John Of Jerusalem4459 Hospital Of St John Of Jerusalem4519 Hospital Of St John Of Jerusalem1644 I P S Inv Pty Ltd2118 Ixia Trading 532 Pty Ltd5156 Jasprica Dario4882 Jayneel Inv Pty Ltd1805 Johannesburg Diocesan Trustees1942 Johannesburg Diocesan Trustees1943 Johannesburg Diocesan Trustees1948 Johannesburg Diocesan Trustees1949 Johannesburg Diocesan Trustees2103 Johannesburg Diocesan Trustees1924 Jozi Housing Pty Ltd2107 Jozi Housing Pty Ltd2109 Jozi Housing Pty Ltd4907 Jozi Housing Pty Ltd5062 Jozi Housing Pty Ltd4485 Krone Holdings Pty Ltd2114 Leverage Holdings Pty Ltd2105 Lourenco Court Share Block Pty Ltd2253 Lourenco Court Share Block Pty Ltd2254 Mafekings Inv Pty Ltd5070 Mafekings Inv Pty Ltd2115 Mingfay International Trade Pty Ltd2116 Mingfay International Trade Pty Ltd2043 Momentum Prop Inv Pty Ltd2044 Momentum Prop Inv Pty Ltd4906 Momentum Prop Inv Pty Ltd1865 Nerjen Prop Pty Ltd2117 Nerjen Prop Pty Ltd3/5103 Nerjen Prop Pty Ltd603 Nerjen Prop Pty Ltd

1806 258 Smit Street Joubert Park Cc2112 Acqaint Inv Pty Ltd1946 Afrikaanse H&erlaars & Agente Cc1947 Afrikaanse H&erlaars & Agente Cc1601 Alberman Prop Cc1602 Alberman Prop Cc1923 Amalgum Inv 143 Pty Ltd5068 Bateph Inv Cc1861 Belvista Pty Ltd2040 Belvista Pty Ltd1595 C G Douglas Inv Cc1797 Cardamine Pty Ltd1860 Cardamine Pty Ltd2275 Cardamine Pty Ltd2276 Cardamine Pty Ltd4901 Cardamine Pty Ltd4476 Castle Blaney Housing Cooperative Ltd4883 Castle Blaney Housing Cooperative Ltd1790 Cereal Centre Pty Ltd1791 Chevron South African Pty Ltd1798 Chevron South African Pty Ltd5118 Chevron South African Pty Ltd1646 City Of Johannesburg1952 City Of Johannesburg2317 City Of Johannesburg2319 City Of Johannesburg2324 City Of Johannesburg2326 City Of Johannesburg4903 City Of Johannesburg4904 City Of Johannesburg5061 City Of JohannesburgRe/2300 City Of JohannesburgRe/5116 City Of Johannesburg2100 Congress Of South African Trade Unions2102 Congress Of South African Trade Unions1645 Connaught Prop Pty Ltd1647 Connaught Prop Pty Ltd1945 Cubah Prop Pty Ltd 2038 D D A Inv Pty Ltd4884 D D A Inv Pty Ltd2037 Diocese Of Johannesburg Of The Roman Catholic Church4905 Dormell Prop 385 Pty LtdRe/2258 Dormell Prop 385 Pty Ltd2106 Dunwell Prop Cc2086 Dzviti Martin, Ndebele Khumbulani, Dzviti Ruth, Ndebele Catherine4899 Dzviti Martin, Ndebele Khumbulani, Dzviti Ruth, Ndebele Catherine4690 Erf 1812/1813 Noord Street Cc5281 Erf 1812/1813 Noord Street Cc1793 Erf 4905 Braamfontein Cc1/4900 Eskom Holdings Ltd1931 Eskom Holdings Ltd1932 Eskom Holdings Ltd

1864 Nitneg Prop Pty Ltd4874 Nitneg Prop Pty Ltd1/5106 Nyfida Cc2104 Peace Build Inv Pty Ltd4609 Peace Build Inv Pty Ltd1810 Polkadots Prop 138 Pty Ltd1811 Polkadots Prop 138 Pty Ltd2095 Polkadots Prop 138 Pty Ltd2096 Polkadots Prop 138 Pty Ltd1/2247 Prasa1799 Prasa1859 Prasa1928 Prasa1929 Prasa1930 Prasa1933 Prasa1936 Prasa1938 Prasa1939 Prasa1940 Prasa2045 Prasa2046 Prasa2047 Prasa2049 Prasa2050 Prasa2051 Prasa2052 Prasa2053 Prasa2056 Prasa2057 Prasa2062 Prasa4/5104 Prasa4382 Prasa4599 Prasa4902 Prasa5250 PrasaRe/5103 PrasaRe/5106 Prasa1858 Prasa 2108 Proc Corp 27 Cc1854 Provincial Gov. Of Gauteng2113 Quintax 77 Cc2093 Rapid Reaction Pty Ltd2101 Redefine Prop Ltd1846 Republic Of South Africa1848 Republic Of South Africa1866 Republic Of South Africa4400 Republic Of South Africa2351 Rosedale Mansion Pty Ltd4375 Rosedale Mansion Pty Ltd1925 Savyon Building Pty Ltd 5295 Savyon Building Pty Ltd Re/4896 Somadel Hotel Pty Ltd1642 South Point Management Services Pty Ltd

1643 South Point Management Services Pty Ltd1795 South Point Management Services Pty Ltd1950 South Point Management Services Pty Ltd1951 South Point Management Services Pty Ltd2089 St& Three Nought Five Wynberg Pty Ltd1792 Steele Mark Lewis1794 Steele Mark Lewis2260 Steele Mark Lewis1/2258 Steele Mark Lewis1/2248 Transnet Ltd1/4372 Transnet Ltd1/5116 Transnet Ltd1807 Transnet Ltd1812 Transnet Ltd1842 Transnet Ltd1843 Transnet Ltd1844 Transnet Ltd1845 Transnet Ltd1847 Transnet Ltd1849 Transnet Ltd1850 Transnet Ltd1851 Transnet Ltd1852 Transnet Ltd1853 Transnet Ltd1855 Transnet Ltd1862 Transnet Ltd1863 Transnet Ltd1867 Transnet Ltd1875 Transnet Ltd1876 Transnet Ltd1877 Transnet Ltd1878 Transnet Ltd1879 Transnet Ltd1880 Transnet Ltd1881 Transnet Ltd1944 Transnet Ltd2/5103 Transnet Ltd2059 Transnet Ltd2060 Transnet Ltd2061 Transnet Ltd2063 Transnet Ltd2064 Transnet Ltd2065 Transnet Ltd2066 Transnet Ltd2067 Transnet Ltd2068 Transnet Ltd2069 Transnet Ltd2097 Transnet Ltd3/5104 Transnet Ltd4/5103 Transnet Ltd4498 Transnet Ltd4634 Transnet Ltd4869 Transnet Ltd4897 Transnet Ltd

Re/4384 Transnet LtdRe/5104 Transnet Ltd1927 Tuhf Prop Pty Ltd5308 U C K G Props Pty Ltd 2338 Univ. Of The Witwatersr& 2119 Urban Prop Holdings Ltd1926 Veinte Inv Pty Ltd2259 Veinte Inv Pty Ltd1/4374 W H M Pty Ltd2/5106 W H M Pty Ltd1/5104 W&erers Home Pty Ltd2083 W&erers Home Pty Ltd2084 W&erers Home Pty Ltd2321 Westaid Mansions Pty Ltd2318 Zahavi Estate Cc1941 Zelpy 2058 Pty Ltd


Southpoint Management

Cardamine Pty Ltd

JHB Diocesan Trustees

City of Johannesburg

Polkadots Prop 138 Pty Ltd

Transnet

Prasa

SOURCE: Windeed

N

0 50 100 200


Railway Lines

Prasa Assets

Figure 5.7

Major Ownership: More than 5 Erfs


SOURCE: Windeed

Purchase Dates

N

0 50 100 200


Railway Lines

Prasa Assets

1952-1994

1995-1999

2000-2004

2005-2010

Figure 5.8


SOURCE: Windeed

N

0 50 100 200


Railway Lines

Prasa Assets

Private Ownership

Public Ownership

Figure 5.9

Public vs. Private Ownership


SOURCE: Windeed

Property Value Analysis

N

0 50 100 200


Railway Lines

Prasa Assets

R 0 to R 2000

R 10 000 to R 14 000

R 14 000 to R19 000

R 20 000 to R 60 000

R 60 000 to 100 000

Sale value per m2 of sample properties:

Figure 5.10


SOURCE: Interviews with local police

0 50 100 200

N


Railway Lines

Prasa Assets

Study Area

Out of Study Area

Criminal Activity

Patrolled Areas

1

2

2 2

7

5

6

4

3

Kazerne

Liquor outlets

Under Nelson Mandela

Under Queen Elizabeth

Cook House

Park Station

Wanderers Taxi Rank

1

2

3

4

5

6

7

Bridge

Bridge

Figure 5.11

Criminal Activity and Patrolled Areas

SOCIO-ECONOMICS STATUS QUO 171Safety Perceptions

0 50 100 200

N


Railway Lines

Prasa Assets

Study Area

Out of Study Area

safe unsafe

SOURCE: On site observations by ARUP during the beginning of 2011Figure 5.12


N


Railway Lines

Prasa Assets

Study Area

Out of Study Area

Illegal Trading

Informal Trading

Formalised Informal Trading

Formal Trading0 50 100 200

Figure 5.13

Overview of Retail Activity


0 50 100 200

N

Zones of Focus Analysis


Railway Lines

Prasa Assets

Study Area

Out of Study Area

Zone 1

Zone 2

Zone 3

Zone 4

Zone 6

Zone 5

Formal Retail Activity Zone Demarcation

Figure 5.14





0 50 100 200

N


Railway Lines

Prasa Assets

Study Area

Out of Study Area

Goods

Professional Services

Daily Services

Mixed (Goods & Services)

Zone 1

Zone 2

Zone 3

Zone 4

Zone 5

Zone 6

Figure 5.15

Formal Retail Activity Type Analysis

Zone 4

Zone 2

Zone 5

Zone 1

Zone 3

Zone 6

SOCIO-ECONOMICS STATUS QUO 177Formal Retail Product Cycles

Selby

Daily

Zone 1 Zone 2 Zone 3 Zone 5Zone 4 Zone 4

Shop

Durban Durban MayfairCity DeepNationwide

2 / week3 / month 2 / week

Shop

Shop

Shop

Roodepoort

Shop

Zone 3

Soweto Midrand

Shop Shop

Daily Daily Daily

“Mr. Chips”“Fair Price Furniture” “Prems Pharmacy” “Pick ‘n Pack” “Unique Clothing” “Spec Station” “Take-aways”



0 100 200

0 50 100

LiquorTake AwayWholesaleGeneral DealerFurnitureElectronicsClothingFruit & VegetablesPawn BrokerBookshopButcheryDvd / MusicShoesJewellery / AccessoriesLinenBagsStationery / Gift ShopSupermarketPharmacyBakery

Doctor/Dentist/OptometristBankingMoney Transfer

HairdresserKey Cutting / Shoe RepairBusiness Centre / Internet CafeLaundryComputicketRestaurantsBaggage Storage

Traditional HealerTavern / EntertainmentPublic Phones / SpazaMotor Spares

Goods

Services [Professional]

Services [Daily]

Mixed


67

15

20

1

Ratios of goods versus services & mixed operations within the zone

Location of zone

Figure 5.17

Formal Retail Activity Zone 1


0 50



0 100 200





Goods


Services [Daily]

Mixed

25

3

4

3


Location of zone

Figure 5.18


0 50 100

0 100 200




Goods

Services [Daily]

Mixed

118

6 7



Location of zone

0 50 100 200

0 50 100 200

Figure 5.19



0 50 100



0 100 200





Goods


Services [Daily]

Mixed

19

22

5

16


Location of zone

Figure 5.20


0 50 100


0 100 200



Goods

Services [Daily]

4

1


Location of zone

Figure 5.21


SOCIO-ECONOMICS STATUS QUO 183Formal Retail Activity Zone 6

0 100 200



Goods

Mixed

0 50 100

8

1



Location of zone

Figure 5.22


Key Facts

Key Facts

Key Facts

Key Facts

Active ShopfrontType 1

Clip-on ShopfrontType 3

ConvertedType 2

Internal SubdivisionsType 4

On Grade

Operating Hours 06h00 - 18h00 mon-fri

Weekend Operation

Retrofit

YES NO

YES NO

YES NO

MOBILEOn Grade

Operating Hours 06h00-18h00 mon-fri

Weekend Operation

Retrofit

YES NO

YES NO

YES NO

On Grade


Weekend Operation

Retrofit

YES NO

YES NO

YES NO

On Grade


Weekend Operation

Retrofit

YES NO

YES NO

YES NO

Formal Trading Typologies


Key Facts

Key Facts

Key Facts

Key Facts

Formal Trading Typologies

On Grade


Weekend Operation

Retrofit

YES NO

YES NO

YES NO

On Grade


Weekend Operation

Retrofit

YES NO

YES NO

YES NO

On Grade


Weekend Operation

Retrofit

YES NO

YES NO

YES NO

On Grade


Weekend Operation

Retrofit

YES NO

YES NO

YES NO

Internalised ActivitiesType 5

Street Fronted ShopType 7

Corner ShopType 6

Shopping CentreType 8

SOCIO-ECONOMICS STATUS QUOLocal Hawker’s Newspaper & Business Plan

A street beggar outside a shop in Hillbrow.


N

0 50 100 200



Railway Lines

Prasa Assets

Study Area

Out of Study Area

Goods

Services

Zone 1

Zone 2

Zone 3

Zone 4

Zone 5

Zone 6

Figure 5.23

Informal Retail Activity Type Analysis

Zone 1

Zone 2

Zone 3

Zone 5

Zone 6

Zone 4

SOCIO-ECONOMICS STATUS QUO 189Informal Retail Product Cycles

Fordsburg

1 / week

Zone 1 Zone 3 Zone 3 Zone 3 Zone 3 Zone 6Zone 4 Zone 4

Stall

Eloff Street Main Reef Rd. China City Fordsburg Crown Mines City DeepChina City

3 / week 1 / week 2 / week 1 / week 1 / month 5 / week

Stall

Stall

Stall Stall

Stall

Stall Stall



0 100 200

0 50 100

HairdresserTailorTraditional HealerPhotographyPublic PhonesRecyclingShoe Repairs

Services [daily]

Goods


Ratio of goods versus service operations within the zone

Location of zone

6

20

Figure 5.25

Informal Retail Activity Zone 1


0 100 200


0 50

Fresh ProduceMobile PhonesSweets/SnacksClothingHats/CapsShoesCooking/Take AwaysSunglassesBeltsCd/DvdToiletriesElectrical AppliancesBagsCigarettesStationeryToysNappiesHardware/ToolsBooksArtworkAccessoriesBedding/LinenUmbrellasHomeware


Goods



Location of zone

3

Figure 5.26


0 50 100



Services [daily]

Goods

0 100 200



Location of zone

7

77

0 50 100 200

0 50 100 200

Figure 5.27


SOCIO-ECONOMICS STATUS QUO 193Informal Retail Activity Zone 4

0 50 100



Services [daily]

Goods

0 100 200



Location of zone

1

10

Figure 5.28


0 100 200

0 50 100


NOTE: There was no informal trading found in this zone.


Location of zone

Figure 5.29



0 100 200



Goods


0 50 100



Location of zone

14

Figure 5.30


Key Facts

Key Facts

Key Facts

Key Facts

Fixed or Mobile

Area 1 m2

Paying Rent

Site Storage

Services

FIXED MOBILE

YES NO

ON NONEOFF

W EGWater Gas Electricity

Fixed or Mobile

Area 2.5 m2

Paying Rent

Site Storage

Services

FIXED MOBILE

YES NO

ON NONEOFF


Fixed or Mobile

Area 0.5 m2 - 4 m2

Paying Rent

Site Storage

Services

FIXED MOBILE

YES NO

ON NONEOFF


Fixed or Mobile

Area 6.5 m2

Paying Rent

Site Storage

Services

FIXED MOBILE

YES NO

ON NONEOFF


R50 - 150 / month

The Body as a ShopfrontType 1

Semi-permanent StructuresType 3

Blanket as a Shop FloorType 2

Provide Temporary ShelterType 4

Informal Trading Typologies


Key Facts

Mobile TradingType 5

Permanent StructureType 6

Informal Trading Typologies

Fixed or Mobile

Area 1.5 m2

Paying Rent

Site Storage

Services

FIXED MOBILE

YES NO

ON NONEOFF


Fixed or Mobile

Area 7 m2

Paying Rent

Site Storage

Services

FIXED MOBILE

YES NO

ON NONEOFF


R150 - R300 / month

Key Facts


0 50 100 200

N


Railway Lines

Prasa Assets

Study Area

Out of Study Area

Fixed Informal Traders

Mobile Informal Traders


Informal Retail Activity: Mobile vs Fixed

SOCIO-ECONOMICS STATUS QUO 199Informal Retail Zones of Similar Product Types

0 50 100 200

N


Railway Lines

Prasa Assets

Study Area

Out of Study Area


Clothing

Hairdressers

Shoes

Fresh Produce

Cooking & Take Aways

Bags

Cigarettes

Sweets & Snacks

Fish

Conglomeration

Mixed goods

1

2

3

4

5

5

4

1

4

6

7

6

6

3

2

77

1

1

1 1

6 8

8

1

6

7

9

9

Figure 5.32

SOCIO-ECONOMICS STATUS QUO 201Trolley Pusher Routes

SOURCE: On site observations by ARUP in June 2011Figure 5.33

Route A

Route B

Route C

Route D

Route E

Route F


1. Name: Shaville Khoza

2. What do you transport? Luggage

3. What are your operating hours: 6am-5pm 7 days a week 4. When are you busiest? Friday and Sunday

5. Are you self-employed? Yes

6. What do you charge for your services? Between R5 - R30 depending on the distance

SOURCE: On site observations by ARUP in June 2011

Trolley Pushers: Route A

RouteTransporting Luggage

Figure 5.34


1. Name: Katlego Legodi

2. What do you transport? Fresh produce, assorted goods and luggage

3. What are your operating hours: 5am-6pm 7 days a week 4. When are you busiest? During public holidays and month end


6. What do you charge for your services? Typically I would charge R30 from Wanderers St. to Bree St.


Trolley Pushers: Route B

RouteTransporting Goods and Luggage

Figure 5.35


1. Name: Jabulani Mkhonazi

2. What do you transport? Fresh produce and assorted goods

3. What are your operating hours: 11am - 6pm 7 days per week 4. When are you busiest? Month end




RouteTransporting Goods

Trolley Pushers: Route C

Figure 5.36


1. Name: Tendai Madamombe

2. What do you transport? Recycled cardboard

3. What are your operating hours: 7am - 6pm 7 days a week 4. When are you busiest? Friday, Saturday and month end


6. What do you charge for your services? I get 65c per kg of cardboard. 1 trolley carries 700kg of cardboard and it takes me about 3 days to fill up one trolley load. I drop off my cardboard at the Newtown recycling depot.


Trolley Pushers: Route D

RouteTransporting Recycled Cardboard


1. Name: Sipho Nkosi

2. What do you transport? Luggage

3. What are your operating hours: 5am-8pm 7 days a week 4. When are you busiest? Friday and Saturday




RouteTransporting Luggage

Trolley Pushers: Route E


1. Name: David Nzeku

2. What do you transport? Mostly meat and a small amount of luggage

3. What are your operating hours: 7am - 5pm 7 days a week 4. When are you busiest? Friday and Saturday


6. What do you charge for your services? Between R10 - R15


Trolley Pushers: Route F

RouteTransporting Meat


1. Facility Type: Transport

2. What is transported: Passangers and Goods.

3. Frequency: Twice weekly 4. Facilities Waiting Area, Offices, Ticket Office, 2 Rooms for drivers

5. Other Amenities: Tavern with hotel above.

6. Known Issues: Tavern playing music 24/7 and negatively affecting hotel guests

Malawian Bus/Freight Facility

Location Map

Trading activity on Noord Street

INFRASTRUCTURE & SERVICES STATUS QUO“There used to be a lot of crime on this street but this was greatly improved when the City installed CCTV cameras and put up the hijack hot-spot signs.”

Mohammed RamelSupermarket owner on Wanderer’s Street, 2011.

INFRASTRUCTURE & SERVICES STATUS QUO211INFRASTRUCTURE

& SERVICESPark Station Sub-precinct Development Framework

CHAPTER 6

The basic physical & organisational structures needed for the operations & facilities necessary for an economy to function.

INFRASTRUCTURE & SERVICES STATUS QUOIntroduction

The areas covered by the study are:

1. Braamfontein

2. Johannesburg City Centre

The specific buildings that are included in the study area are:

1. Park Station

2. Umjantshi House

3. Formula 1 Hotel

4. The Bridge Shopping Centre

5. Blue Room Building

6. Rotunda Building

7. Metro park and Training Facility

8. Corner Harrison and Leyds Street

9. Lab Building

10. Platform 19

11. Crèche

12. Shosholoza Meyl Junction

13. Train Simulator

Introduction

This chapter investigates infrastructure that may be affected by development

in and around the Park Station Sub-precinct site. The infrastructure

covered is water reticulation, sewer reticulation, road network, storm water

management, electrical distribution, telecommunication networks and gas

reticulation for the area.

Scope of work

The Park Station Sub-Precinct Development will affect various services in

and around the city centre study area. The scope of works for this study

includes:

• An investigation of the existing infrastructure systems in the study area

and a report on the available capacity.

• An investigation of planned future infrastructure systems from service

providers in the area of the development as well as affected areas.

• An investigation of the flood plain of the study area.

Two gentleman selling braaied gizzards on

the pavement at Corner Leyds and Harrison

Streets.

INFRASTRUCTURE & SERVICES STATUS QUO

Roads

Roads fall under the jurisdiction of the Johannesburg Roads Agency and

their norms and standards must be adhered to in future designs.

The existing bulk and link roads to the project area are in place and are

adequate to cater for the future and existing density demands. The Bulk

road infrastructure is the M1 to the West, the M2 to the South and the N3

to the East of the project area.

A historical restriction of the study area is the poor East – West movement

which may have to be addressed in the later design stages.

Service providers in these areas are City of Johannesburg Metropolitan

Municipality (COJ) which provides distribution networks for water, electricity

and provides sewer and stormwater management systems for the area,

Egoli Gas which provides gas reticulation, Johannesburg City Power

which provides bulk electricity supply, Eskom which provides reticulation,

Johannesburg Water Agency that supplies bulk water services to the area

and Telkom and Neotel who provide telecommunications.

Existing Infrastructure

All existing infrastructure, pipe sizes and alignments are shown on the

drawings.

It should be noted that the existing infrastructure has been investigated

to the relevant site boundaries only, no internal reticulations have been

investigated.

It should further be noted that the existing infrastructure can cater for the

existing Nett Floor Areas of the study area since this is currently the status

quo. Should the existing densities be increased, the existing infrastructure

will have to be reviewed and possibly upgraded to accommodate the

increased densities. If, however, the existing densities are maintained or

even reduced, the current infrastructure can be kept as is, no changes

would be required other than where services may have to be deviated to

suit the new developments.

Introduction

Rubbish dumped on the pavement in Bree

Street opposite Jack Mincer taxi rank.


Water Reticulation

Water and Waste water falls under the jurisdiction of the Johannesburg

Water Agency and their design standards will be applicable to all future

developments.

Bulk water supply to the area is at full capacity and no spare capacity is

available, however, should future developments be designed to match the

current densities, the capacity will be adequate.

If densification is increased it will result in further storage requirements which

could be provided on site or by upgrading the existing reservoir capacity.

In this proposal on site storage in conjunction with rain and storm water

harvesting should be considered due to the sustainability opportunities

presented by this project, but Bulk storage will be from the existing Yeoville

reservoir system.

With water and storm water harvesting, water treatment plants and

purification works should be considered, the purification and treatment

works are very versatile and can be designed in package plants for ease

of future upgrading. Implementation of greywater and Blackwater systems

should be investigated nearer to the actual development taking place, these

measures could substantially reduce the cost of the water consumption

and may be a cost saving measure in the long term.

Stormwater

Storm water management also falls under the Johannesburg Roads Agency

jurisdiction.

The proposed development area has already reached near maximum

run-off capacity. Any increase in density would require the provision of

attenuation structures in order to control the inflow of storm water into the

bulk system, developments that provide suitable attenuation measures

should be put in place, these measures may be in the form of retention

ponds and storage ponds for storm water harvesting which could be used

for irrigation purposes, thus reducing overall water consumption.

Disposal of sediments collected in these ponds or tanks will be a maintenance

issue and will form part of the management of the future development.

It has been reported that a number of buildings are prone to flooding, this is a

recent phenomenon and can be attributed to poor maintenance in the form

of stolen or non-functional submersible pumps, blocked stormwater outlets

and other damaged or non-functional stormwater structures, essentially

due to a lack of maintenance.

Introduction

A gentleman sitting on the pavement, opposite

lab building in Leyds Street.


Gas Reticulation

Bulk Gas reticulation in the area is managed by Egoli Gas and there is

currently spare capacity available.

Telecommunications

Current Land Line Service providers in the project area are Telkom and

Neotel.

There is no constraint on communications in the project area other than

the provision of reticulation sleeves and manholes in street reserves, the

material is normally provided by the service provider but must be installed

by the developer at the time.

Opportunity exists to make extensive use of satellite technology on the

communications networks.

Flood Plain

The flood plain of the study area is defined by three ridges in the area.

The first being the Witwatersrand Ridge which runs from the Fort, north of

the site along Hoofd street. The ridge to the east is defined by Jan Smuts

Street and to the west the ridge runs down from the Fort along Hospital

Street and then along King George Street until it finally connects to the

south side of the site.

Sewage Reticulation

No spare capacity exists within the existing Bulk and Link sewers within

the proposed development zone. The proposed development zone drains

towards the South of Johannesburg which is serviced by the Olifantsvlei

treatment works South of Soweto.

Purification Package Plants should be investigated nearer to the actual start

of the development. Should the current densities be maintained in the new

developments, the existing sewage infrastructure will be adequate, any

increase in densification over the current will require further upgrading or on

site treatment plants.

Electricity

Electricity in the area is managed by Johannesburg City Power.

Some spare Bulk capacity is available in the system but is variable and

dependant on the rate of development of other areas around the proposed

project area.

Sustainable opportunities exist for this development and may take the form

of Solar Energy Harvesting, innovating environmental lighting systems and

other forms of energy harvesting. Eskom Substations are indicated in the

drawing.

Introduction

Ramps to access platform 12 to 16 from

Harrison Street.


SOURCE: ARUP, March 2011, Infrastructure & services map.

Infrastructure & Services Combined

Figure 6.1

INFRASTRUCTURE & SERVICES STATUS QUO221


Water Supply

Figure 6.2



Electricity

Figure 6.3



Gas supply

Figure 6.4



Infrastructure & Services: Sewerage

Figure 6.5



Infrastructure & Services: Watershed

Figure 6.6

Way Forward: Movement & Transport

Theme Criteria Development Guidlines

Modal Integration

A lack of modal integration, coordination and efficiency of

public transport

Implement and upgrade physical linkages between different

transport modes

Lack of safe NMT connectivity between major transport hubs Provide NMT infrastructure along major movement corridors

Modal conflict and congestion within certain areas Provide physical delineation between different transport modes

Integration with the city

Park Station is a major international transport hub Maximize the potential offered by Park Station sub-precinct be-

ing a major international transport hub

High volumes of pedestrian footfall are not fully capitalized Capture the high volumes of pedestrian footfall particularly along

the east - west corridors

Park Station and surrounding transport hubs are not well

integrated within the city context

Implement and upgrade physical linkages between transport

modes and their immediate surroundings

Heavy reliance on private vehicles for transport Upgrade public transport facilities and discourage private

vehicle use

Transport Infrastructure

The infrastructure for formal and informal public transport is

insufficient or nonexistent

Provide sufficient public transport infrastructureThere are limited ablution facilities for passengers

There are limited waiting areas / seating for passengers

There are a limited number of lockers and storage facilities

There is a lack of overnight facilities

Signage and Way finding There is limited signage and way finding Implement a coordinated wayfinding strategy

Management and Operations

The prescribed road categories do not suit or accommodate

the current street activity Redefine road categories or modify street activity to create a

synergetic configurationPedestrians and traders are not configured in a mutually

beneficial arrangement

Poor management has resulted in a lack of efficiency – leading

to an imbalance between capacity and utilization

Obtain a balanced relationship between capacity and utilization

through proper management procedures

227Way Forward: Land Use

Themes Criteria Development Guidlines

Adaptability

The mixed use typologies in the sub precinct are the most

successful land use model

To increase the application of the mixed use typology (horizon-

tally and vertically)

There is currently a rich mix of activities onsite however it does

not cover a 24hour cycle

Extend the activity cycle

Buildings and spaces are underutilized due to a lack of flex-

ibility and adaptability of use

Assign different functions to spaces and buildings at various

times of the day

Synergy and Activation

There are a number of vacant or underutilized buildings in the

sub-precinct

Intensify and activate vacant buildings

There is a need for additional retail space Increase the provision of retail space

Conflict caused by incompatible grouping of uses Apply a suitable mix of uses

Hijacked and illegally occupied buildings Implement urban renewal projects & management of urban

decay PRASA assets are underutilized

Current zoning of PRASA assets are limiting Rezone existing PRASA assets to unlock future development

potential

There is insufficient integration between pedestrian movement

and land uses

Create synergy between movement and land use

Amenities

There is limited safe amenities for students after study hours Provide amenities related to students

There is a lack of amenities for passengers waiting to connect

or commute

Provide amenities for passengers

There is a significant need for low to middle income housing

in the area

Provide social and affordable housing

The existing community lacks sufficient social amenities Provide social amenities

Way Forward: Urban Form

Theme Criteria Development Guidlines

Legibility

A lack of legibility of significant buildings within the cityscape

and their immediate context.

Macro: scale, form, location, visibility

Micro: clearly demarked entrances, signage, lighting, universal

access for all

Implement a legibility strategy on micro & macro scale

DensityAvailable open land Densification of city blocks

Lack of vertical density Redevelop low density areas through vertical growth

Public Space

Poorly managed informal trade and high pedestrian volumes

causes congestion

Formalize the informal trade & implement a management

strategy along major pedestrian corridors

Public spaces are not integrated with the pedestrian move-

ment network

Integrate public space with the pedestrian movement

network through the provision of sufficient and safe NMT

infrastructure

Public spaces are unsafe, unfriendly and not livable Create safe public space through community surveillance

and activity

Public Realm

Current significant heritage buildings are not noticeable or

capitalized on

Market buildings and surrounding spaces of significant

heritage by upgrading and implementing a linked pedestrian

system

Existing heritage stock in a dilapidated condition Upgrade & maintain existing heritage stock

Poor condition of the urban environment Upgrade & maintain existing urban environment

There is limited way finding and signage Implement a coordinated wayfinding/signage strategy

Lighting is limited Implement a energy efficient lighting strategy

Street furniture is non existent Introduce street furniture along high volume pedestrian cor-

ridors

Pavements are in a poor condition and dangerous to walk Upgrade and widening of pavements along high volume

pedestrian corridors

229

Way Forward: Environment

Themes Criteria Development GuidlinesPublic Environment Poor infrastructure within the existing environment encourages

a lack of community, identity and responsibility

Upgrade the public environment infrastructure

Facilities below ground level are unsafe due to limited light

penetration

Implement a energy efficient lighting strategy and restruc-

ture physical space to allow for natural light penetration

Limited provision of public space Provide a variety of public space

Energy Resources Sustainable energy use is non existent Capitalize on sustainable energy resources

Increased pollution levels are negatively impacting on the qual-

ity of life in terms of air quality, noise levels, land pollution and

water quality.

Implement pollution reduction strategy

Lack of recycling facilities Provide recycling infrastructure and management

Management and Waste Disposal Waste recycling is not formalized Encourage and formalise waste recycling

Public environment is in a poor condition due to dumping and

lack of waste management

Provide additional waste collection points & implement a

waste management strategy

Insufficient environmental and waste management strategies

Insufficient infrastructure related to waste disposal

Way Forward: Socio-economics

Themes Criteria Development GuidlinesTrading High volumes of pedestrian footfall currently exist in the sub

precinct and are not capitalized on

Utilize the high volumes of pedestrian footfall to increase

retail revenue

There are high levels of informal retail activity Formalize the informal trade by providing sufficient infrastruc-

ture & services along with a management strategyInsufficient provision for informal trading including: storage

space, services, shelter and management

Inefficient and unsafe movement of goods into and out of the

sub-precinct

Implement an efficient and safe freight system

There is a limited range of formal retail space as the existing

formal retail inefficient and inflexible

Provide flexible retail space which can accommodate a wide

range of trading typologies

Transient Society Current amenities do not accommodate the constantly chang-

ing socio-economic conditions

Provide sufficient amenities such as accommodation, ablu-

tions, safe waiting areas, storage etc.

Socio-economic progression High levels of unemployment Sustainable job creation

There is a lack of social amenities Provide social amenities such as clinics, after school care,

community centres

Safety and Security There is a lack of balance and sense of community within the

area

Creating a healthy community by addressing the safety &

security issues within the area, specifically around transport

hubs There are high levels of criminal activity around transport hubs

231

Way Forward: Infrastructure and Services

Themes Criteria Development GuidlinesEnergy Resources There is limited use of alternative energy resources Capitalize on sustainable energy resources

Utilities There is no water recycling or water harvesting Harvest and recycle water and storm water

There is spare bulk gas capacity which is underutilized Make use of spare bulk gas capacity

Electricity, storm water, water, sewerage and waste disposal are at

maximum capacity

Any increase in current densities will require substantial upgrad-

ing of bulk infrastructure

There is limited use of alternative telecommunication technology Opportunity exists to make use of satellite communication

technology

Maintenance and Management Electricity, Storm water, Water, Sewerage and Waste disposal infra-

structure are in poor condition

Upgrade the existing bulk infrastructure system & allow for

future capacity

There is a lack of maintenance and management of bulk infrastruc-

ture

Implement a maintenance & management strategy

The sub-precinct is situated within a major watershed area & results

in extensive flooding

Upgrade existing storm water system & implement the mainte-

nance strategy

I have made missteps along the way. But I have discovered the

secret that after climbing a great hill, one only finds that there

are many more hills to climb. I have taken a moment here to

rest, to steal a view of the glorious vista that surrounds me, to

look back on the distance I have come. But I can rest only for a

moment, for with freedom comes responsibilities, and I dare not

linger, for my long walk is not yet ended...

Nelson Mandela, 1995

Summary

The purpose of the Status Quo and Literature work-stream was to :

• Review previous studies and initiatives in the area in terms

of urban planning, development and data research,

covering the range from strategic through to detail.

• To identify, collate and review existing records from a

variety of sources covering; infrastructure, operations,

economic data and statistics.

• To identify knowledge and information gaps, and were

possible to complete those gaps, by means of on-site

research, interviews, observations and further analysis.

• To gain the most up-to-date picture of the current Status

Quo in the Park Station environs.

Process

It was never intended to produce a publishable report that

comprehensively documented the work undertaken, rather

it was intended as a data bank for the further work to be

undertaken.

The methodology undertaken by the research team, was

internally discussed and challenged at several thought and

topic workshops, in pressing to understand the essence of

the issues at hand.

The range of activities from; interviews, caucus meetings,

on-site investigations, surveys, documentation and

investigations to accumulate this data is vast, and arguably

now remains as one of the most comprehensive accounts

of the status quo of life, in the one of Africa’s greatest cities. Way Forward

This workstream, has reached a stage ( notwithstanding

certain data that was either; commercially sensitive,

confidential or either just unobtainable ), where a significant

enough body of evidence now exists in order to analytically

inform the next stages of the Framework.

The material collated will now be reviewed, analysed and

conclusions developed with the sole purpose of providing

evidence based conclusions and more importantly

prospective solutions in intelligently informing and guiding

the Development Framework Guidelines.

PARK STATION SUB-PRECINCT DEVELOPMENT FRAMEWORK

LEXICON

Acronym Title

Area The area of land that constitutes the Park Station Sub- Precinct Development Framework in and around Park Station itself

CoJ City of Johannesburg

MTC Metropolitan Trading Company

PRASA Passenger Rail Agency of South Africa

SANRAL South African National Roads Agency

DoT Department of Transport

GRO Gauteng Regional Observatory

JDA Johannesburg Development Agency

Metro Police Metropolitan Police

FOOT NOTES

Land Use

1. Johannesburg Inner City Regeneration Strategy Business Plan, 20042. JICBC, 20053. Inner City Regeneration Strategy Business Plan 2004-20074. JICBC,2004

Environment

5. PRASA Corporate Real Estate Solutions Waste Management Plan, First Issue 2010-10-14.

Socio-economics

6. Joburg Inner City Urban Design Implementation Plan, 2009

7. 2010 Data from Statistics South Africa

“I have traded for 16 years in Park station, City

to City side. I store my goods at Platform 19”

Deloris Beets, Informal trader, City to City side.

REFERENCES

Taxi & Rail: Arcus Gibb & ASM, 2010. Johannesburg Inner City Traffic & Transportation Study, JDA. Buses: Bus company websitesNote: The traffic data has been extract from the City of Johannesburg SATURN traffic model & should be viewed as representative only of traffic volumes on the surrounding road network.ARUP, August 2006, JHB CBD Public Transport Interchange - Pedestrian Transport Report, JDAOfficial websites: Putco, City of Johannesburg, Rea Vaya, March 2010Johannesburg Inner City Traffic & Transportation Study, Report 1, March 2010.Braamfontein Scoping Study, September 2009, ARUP.Aerial Photo 2003 Johannesburg GIS Database.GIS Database ARUPState of the environment report - City of Johannesburg 2008Osmond Lange Architects & planners, Ikemeleng Architects, Henry Paine + Barry Gould, 2008, Greater park Station Precinct: Urban design & Heritage management framework.Interview with Ernst Swanepoel, PRASA, April 2011.ARUP, March 2011, Infrastructure & services map.Financial & Business Model for Decking the Railway Lines in Central Johannesburg, Adec, 2009Johannesburg e-services website: eservices.joburg.org.zaDraft 2011-16 Integrated Development Plan, City of Johannesburg, 2011Windeed Program, 2011

A homeless gentleman living on Western end of

Noord Street.

ARUP

Leszek Dobrovolsky Project Director Strategy, Transit Orientated Developments, Interchanges, City MakingCaroline Sohie Project Lead Urban Planning, Interchanges, City Making, ArchitectureLouis Oosthuysen Project Co-Ordinator Urban Form, Land Use, Socio-Economics, Infrastructure, Movement+Transport, EnvironmentRay Harli Architect Urban Form, Land Use, Socio-Economics, Infrastructure, Movement+Transport, EnvironmentMarina Meyer Architect Urban Form, Land Use, Socio-Economics, Infrastructure, Movement+Transport, EnvironmentTammy Kopelowitz Designer Urban Form, Land Use, Socio-Economics, Infrastructure, Movement+Transport, EnvironmentSekhu Mahlatse Planner ( PRASA ) Urban Form, Land Use, Socio-Economics, Infrastructure, Movement+Transport, Environment John Odendal Urban Designer Urban Form, Land Use, Socio-Economics, Infrastructure, Movement+Transport, EnvironmentWynand Viljoen Architectural Designer Urban Form, Land Use, Socio-Economics, Infrastructure, Movement+Transport, Environment Willem van Rijn Engineer InfrastructureJaco Rossouw Engineer InfrastructureSiloshini Naidoo Environmental SustainabilityRory Williams Transport Planner City Making, TransportAidan Noble Transport Engineer TransportYolandi Oliver Engineer GISJustin Jones Planner Property EconomicsWayne Tweedle Valuer Property Valuations

Hausi Scherer Engineer Infrastructure and Networks

PROJECT STEERING GROUP

Ian Scott PRASAThembane Camane PRASASisa Mabose PRASALeszek Dobrovolsky ArupCaroline Sohie Arup

Louis Oosthuysen Arup

PEER REVIEWERS

Ian Gardner

A woman selling cooked food on Noord Street.

1 June 2011

ISSUE DATE

status quo

Documents