3.4 URBAN SETTLEMENTS AND HIERARCHY

Transcription

1 3.4 URBAN SETTLEMENTS AND HIERARCHY page 198

2 3.4.1 HIERARCHY AND ROLE OF THE SETTLEMENTS Mossel Bay Municipality covers an area of 2007km2, In 2007 it had the 2 nd largest population in the Eden District with a population size of ± (Census 2011). Mossel Bay is located along the N2, Cape Town to Port Elizabeth route and abuts the municipalities of George (east), Oudsthoorn (north) and Langeberg (east), see Figure a. It has good access to road and rail connections, which enable good access to the economic opportunities offered by Cape Town, George, Knysna and Port Elizabeth. The following six precinct plans are completed and included in the 2013 SDF document, see figure b. They are included at the end of the sub-section on each settlement: Great Brak River Town: identification of Precincts/Long Street Zoning (2010); - Great Brak River Town: Infill Development for Greenhaven / Wolwedans (2010); Hartenbos Local Spatial Development Plan (2010); Diaz Dustria Spatial Development Plan (2008); Da Nova Local Spatial Development Plan (2008); Louis Fourie Corridor Study (2009); Danabaai Central Business District Plan (2011). The Municipality s main economic activities include but are not limited to agriculture, fishing, light industry, petrochemicals and tourism. It is strategically located along the N2 freeway, with direct access to the main town via the R328, on the trafficked route from Cape Town Port Elizabeth. Most of the Municipality s urban development is located along the coast. Its largest urban area is Mossel Bay and includes the settlements of D Almeida and Kwa-Nonqaba. The urban development pattern of the settlement is characterised by their dispersed and segregated nature. In many instances low density middle to high income development is separated from higher density low income development by the natural features such as dams or rivers or major roads. Mossel Bay s coastal towns include Dana Bay, Hartenbos, Boggoms Bay, Vleesbaai Bay, Glentana, Groot-Brakriver, Klein-Brakriver, Outeniqua Beach, Tergniet, Rheebok and Southern Cross. The coastal towns serve as peak season holiday home destinations and retirement areas. Rural villages in the Municipality include Brandwacht, Buisplaas, Friemersheim, Herbertsdale and Ruiterbos. The rural villages provide basic services to the agricultural communities. The two largest rural villages are Herbertsdale (666 populaion in 2011) and Friemersheim (1235 population in 2001). Figure b Precinct plans locality map page 199

3 Figure a Hierarchy of Settlement, Linkages and investment priority page 200

4 3.4.2 VLEESBAAI AND BOGGOMSBAAI This settlement has few permanent residents, but numbers swell considerably during the holiday season, putting pressure on infrastructure. This well known holiday destination is situated 30km southwest of Mossel bay town. The original people of the area were willing to trade their livestock with the Europeans that had expeditions that seeking protection from the strong winds. Vleesbaai got its name because of the livestock trading, directly translated as Bay of Meat. The homes in the area are all privately owned, therefore, the area still remains quiet during holiday periods. The Vleesbaai sand dunes is a popular attraction for 4x4 drivers and has a 12km route that can be enjoyed. The area is also well known to have good views of southern right whales and their calves during the Spring season. Springerbaai Coastal Eco-estate is a low density private development with freehold plots laid along the tops of the dune ridges. Photo a Entrance to Vleesbaai (Source: Photo b Sand Dune 4x4 Route (Source: Photo c Aerial View of Vleesbaai (Source: Photo d Beache of Vleesbaai (Source: page 201

5 Figure a Vleesbaai Aerial page 202

6 Critical Biodiversity Areas Vleesbaai Vleesbaai is a coastal urban development on the furthest western side of the Mossel Bay municipal area. According to the constraints identified, the majority of the constraints on this urban area are restricted to the northern section where a threatened ecosystem type is combined with a terrestrial CBA. There is only one watercourse to the north but the buffer areas are already significantly developed. Vleesbaai as shown below has a few constraints associated with it. These are as follows: Threatened Ecosystems these are restricted to the northern and coastal edges of the urban edge. The majority of these pockets along the coastal band occur on existing developed areas and any future developments should verify this. Aquatic CBA2 this is a buffer area of approximately 200m on any watercourse defined as a CBA1 or NFEPA river. In this instance this buffer is associated with a non-perennial watercourse to the north of the urban area. This buffer area has been significantly developed. Terrestrial CBA the terrestrial CBA areas are mostly associated with the threatened ecosystem types in the northern areas. The southern areas identified as CBA have already been demarcated for residential erven. Terrestrial ESA there are some ESA buffer areas associated with connecting CBAs and aquatic features. Item 1 shown on the map identified as Identified as ESA but is significantly transformed due to agriculture and residential development. Item 2 shown on the map identified as an endangered ecosystem type but already contains infrastructure. Item 3 shown on the map identified as a terrestrial CBA but is already set out as erven for residential development. page 203

7 Figure b Vleesbaai CBAs (Source: CapeEAPrac, 2016) page 204

8 Boggomsbaai Boggomsbaai is a coastal town located in the south western area of the municipal area. According to the constraints identified, the majority of this urban area does not have any significant constraints. An artificial wetland has been identified on the golf course by NFEPA and there are some areas shown as terrestrial and aquatic CBAs along the perimeter of the urban edge. There are no threatened ecosystems shown for this area. Item 1 shown on the map identified the golf course which has been significantly transformed and could be considered as a suitable area for future development. Item 2 shown on the map is an open area which has not been identified as a significant constraint area, however it is associated with a drainage line which runs to the south. This should be verified before any development is considered for this area. page 205

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10 VLEESBAAI/BOGGOMS BAAI 2012 PROPOSALS These have been included for reference purposes and inclusion in the 2017 SDF where appropriate. Urban Edge Vleesbaai and Boggomsbaai s Urban Edges generally follow the current extent of development so as to exclude land used for Intensive Agriculture or land that falls within the aquatic or terrestrial Critical Biodiversity Areas (CBA s). The Urban Edge has been amended to exclude CBAs and ESAs along a small section of Vleesbaai s northern Urban Edge boundary. Boggomsbaai s Urban Edge includes the 3-hole golf course. This could be expanded to a 6-hole family course similar to those found on family golf courses in France. This should be done using Audubon or other similar principles that require minimal water and earth moving and maximum use of endemic vegetation on the course. Coastal Set Back Line The initial coastal set-back lines of 100 metres on land zoned for urban purposes and 1000 metres on all other land is indicated on Figure c. The Act provides that initially the coastal protection zone will operate as follows: 100 m inland from the high-water mark in areas that have already been zoned for residential, commercial, industrial or multiple use purposes; and, 1000 m inland in other areas. The definition of the coastal protection zone is: (a) land falling within an area declared in terms of the Environment Conservation Act, 1989 (Act No. 73 of 1989), as a sensitive coastal area within which activities identified in terms of section 21(1) of that Act may not be undertaken without an authorisation; (b) any part of the littoral active zone that is not coastal public property; (c) any coastal protection area, or part of such area, which is not coastal public property; (d) any land unit situated wholly or partially within one kilometre of the highwater mark which, when this Act came into force (i) was zoned for agricultural or undetermined use; or (ii) was not zoned and was not part of a lawfully established township, urban area or other human settlement; (e) any land unit not referred to in paragraph (d) that is situated wholly or partially within 100 metres of the high-water mark; (f) any coastal wetland, lake, lagoon or dam which is situated wholly or partially within a land unit referred to in paragraph (d)(i) or (e); (g) any part of the seashore which is not coastal public property, including all privately owned land below the high-water mark; (h) any admiralty reserve which is not coastal public property: or (i) any land that would be inundated by a 1:50 year flood or storm event. The coastal protection zone is established for enabling the use of land that is adjacent to coastal public property or that plays a significant role in a coastal ecosystem to be managed, regulated or restricted in order to: a) protect the ecological integrity, natural character and the economic, social and aesthetic value of coastal public property; b) avoid increasing the effect or severity of natural hazards in the coastal zone; c) protect people, property and economic activities from risks arising from dynamic coastal processes, including the risk of sea-level rise; d) maintain the natural functioning of the littoral active zone; e) maintain the productive capacity of the coastal zone by protecting the ecological integrity of the coastal environment; and, f) make land near the seashore available to organs of state and other authorised persons for: (i) (ii) performing rescue operations; or temporarily depositing objects and materials washed up by the sea or tidal waters. page 207

11 Figure c Vleesbaai/Boggoms Baai Urban Edge alignment: 2012 Proposals page 208

12 3.4.3 DANA BAY Dana Bay CBD Precinct Plan The Dana Bay CBD plan was prepared in November Background Dana Bay is a large up-market seaside suburb developed in the 1970s. It comprises about erven of which 70% are developed. A significant number of these are likely to be 2 nd homes whose owners use them for holiday purposes. There are a number of apartment complexes probably numbering 100 units in total The development has the potential to accommodate approximately people at an average household size of four which population is probably achieved during the holidays, particularly with the large groups of people that often stay in holiday houses over peak holiday periods. It is isolated from the rest of Mossel Bay and access is taken off Louis Fourie corridor via a single 2km link road (Flora Road) through land designated as nature reserve. This road also provides access to the partially developed Moquini coastal estate abutting the western boundary of Dana Bay. All residents, visitors and staff must use this road. Due to its isolation, large number of dwellings and the up market income bracket of most of the residents there has been sufficient demand for the development of two relatively substantial nodes on the entrance road. Both of these nodes have a mixed use nature in that buildings within or near them include 2 to 3 story apartment blocks or have flats above shops. The eastern node is more intensively developed than the western one and includes a filling station. The south side of Flora Road between the two nodes is occupied by mostly single dwelling residential units. There are two large pieces of vacant land along the northern boundary. These were originally intended as school sites. Summary of Proposals Reference is made to various policy documents that note the need for urban settlements to become more compact in order to raise efficiencies, improve their ability to sustain businesses and improve urban character. Accordingly the long term SDF, Dana/01/11-03 makes provision for the following: Review A substantial increase in both numbers of residential units and their densities around each node in the form of group housing, either apartments (sectional title) or town houses; There are alternative scenarios for the development of the school sites. One alternative is that a private school is developed on them. There is also strong support for a retirement village which could benefit Dana Bay residents wishing to down scale but not leave the area. In particular negotiations should be held with the Department of Education to establish whether the school sites can be developed for residential housing, possibly higher density town housing than the low density single residential found in most of Dana Bay; The properties along the south side are proposed for professional use with a view that they can be used as offices within the residential fabric of the buildings. However, over time they may be redeveloped as purpose built offices as happened in Da Nova precinct around the hospital; There is a proposal to realign Flora Road from Louis Fourie which implications must be assessed; There is also a recommendation to prepare an urban design framework which should address parking and architectural guidelines permanent residents is a sufficient population number to support a wide range of business and community facilities, including junior and high schools. Because Dana Bay is only 70% developed and many of these properties are 2 nd homes it is some way off achieving these thresholds. However, these could well be achieved in the future. page 209

13 Figure a Dana Bay Analysis page 210

14 Dana Bay CBD already offers an impressive range of businesses and services for such an isolated settlement with a significant holiday housing component. This suggest there is a fundamental potential support and consolidate this trend which will help to make Dana Bay a more balanced urban settlement. The proposals as they stand are supported in that they are an effort to continue the transformation of Dana Bay from an isolated up market low density leapfrog suburb into a more balanced and integrated suburb with a heart or focus around more intense business and residential activity. The addition of a retirement village will increase the number of permanent residents although a number of these are likely to be relocations from existing large properties. Future residents may also include second home owners who decide to retire permanently to Dana Bay. This population would help to extend the range of options that make settlements viable and increase the range of overlapping activities and demand thresholds that in turn lead to a greater range of opportunities. If Dana Bay is to achieve a permanent residential population in the region of then there will be a need for education and health facilities as well as more business opportunities, especially if the principles of walking distance and functional integration are to be achieved. This will help to guide the choice on which of the alternatives on the school sites to pursue. One area that requires attention is the long term socio-economic positioning of Dana Bay. If it does grow in the direction indicated both with regard to residential and business development there will be an increase in employment opportunities for domestic work, labourers and shop assistants as well as junior management all of whom are unlikely to be able to afford accommodation in Dana Bay and will have to commute. This raises the question of who will bear these transport costs, how will such services be provided, for example there may be a need for a public transport interchange that should be provided for, or should affordable housing, at least in the GAP market, be made available, for instance, in the medium density residential areas proposed in the SDF. page 211

15 Photo 6.1a Entrance to Dana Bay via long access road through nature reserve not clearly managed as such. Photo 6.1b Typical residential development facing the sea off Flora Road. Photo 6.1c Eastern node showing informal parking areas and the relatively high architectural quality. The improvement in urban quality can be appreciated with the double storey buildings abutting the street as opposed to those set back behind parking areas Photo 6.1d Filling station at entrance to eastern node. (Note: presence of filling station indicative of demand for fuel and available purchasing power as new filling stations usually required to pump minimum of l per month.) Photo 6.1e View towards Louis Fourie road showing length of access road through nature reserve. Photo 6.1f Nearby Paradise Coast project that could contribute to demand thresholds at Dana Bay CBD when developed Photo 6.1g Professional offices (clinic) abutting Flora Road Photo 6.1h View across school site to eastern node Photo 6.1i Apartment block at western node abutting Flora Road page 212

16 2016 Critical Biodiversity Areas Mossel Bay West incorporates Dana Bay and Moquini. This area includes several non-perennial watercourses but does not include any threatened ecosystem types. The coastal band of endangered vegetation is no longer evident in the western section and the aquatic and slope aspects are the most significant constraints. Mossel Bay West as shown below has a few constraints associated with it. These are as follows: Aquatic CBA2 this is a buffer area of approximately 200m on any watercourse defined as a CBA1 or NFEPA river. In this instance these buffers are associated with the non-perennial watercourses within this urban area, as well as several NFEPA wetlands. Any development areas will have to verify these aspects. Many of these buffers are located on existing developed areas. It is also linked to the terrestrial CBA in that the vegetation and the watercourse create linkages in the landscape. Aquatic ESA 2 these are buffer areas associated with CBA2 sites as well as with artificial wetlands identified by NFEPA. Terrestrial CBA some of the open spaces indicated as terrestrial CBA are not associated to the threatened ecosystem types or aquatic features. Others are directly associated with the aquatic features and their buffers. Terrestrial ESA there are several ESA buffer areas associated with connecting CBAs and aquatic features. Most of these areas are partially or significantly transformed. The Act provides that initially the coastal protection zone will operate as follows: 100 m inland from the high-water mark in areas that have already been zoned for residential, commercial, industrial or multiple use purposes; and, 1000 m inland in other areas. The definition of the coastal protection zone is: (i) land falling within an area declared in terms of the Environment Conservation Act, 1989 (Act No. 73 of 1989), as a sensitive coastal area within which activities identified in terms of section 21(1) of that Act may not be undertaken without an authorisation; (j) any part of the littoral active zone that is not coastal public property; (k) any coastal protection area, or part of such area, which is not coastal public property; (l) any land unit situated wholly or partially within one kilometre of the highwater mark which, when this Act came into force (iii) was zoned for agricultural or undetermined use; or (iv) was not zoned and was not part of a lawfully established township, urban area or other human settlement; (m) any land unit not referred to in paragraph (d) that is situated wholly or partially within 100 metres of the high-water mark; (n) any coastal wetland, lake, lagoon or dam which is situated wholly or partially within a land unit referred to in paragraph (d)(i) or (e); (o) any part of the seashore which is not coastal public property, including all privately owned land below the high-water mark; (p) any admiralty reserve which is not coastal public property: or (i) any land that would be inundated by a 1:50 year flood or storm event. The coastal protection zone is established for enabling the use of land that is adjacent to coastal public property or that plays a significant role in a coastal ecosystem to be managed, regulated or restricted in order to: g) protect the ecological integrity, natural character and the economic, social and aesthetic value of coastal public property; h) avoid increasing the effect or severity of natural hazards in the coastal zone; i) protect people, property and economic activities from risks arising from dynamic coastal processes, including the risk of sea-level rise; j) maintain the natural functioning of the littoral active zone; k) maintain the productive capacity of the coastal zone by protecting the ecological integrity of the coastal environment; and, l) make land near the seashore available to organs of state and other authorised persons for: (i) performing rescue operations; or (ii) temporarily depositing objects and materials washed up by the sea or tidal waters. The coastal protection zone for Mossel Bay s coastal settlements is indicated on Figures 5.1 to 5.5. The location of the 100m and 1000m setback lines need to be verified by the Department of Environmental Affairs and Development Planning (DEA&DP): Coastal Management Section. page 213

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18 Dana Bay 2012 SDF Proposals These have been included for reference purposes and inclusion in the 2017 SDF where appropriate. Precinct Plan A precinct plan was proposed for Dana Bay s CBD in 2011, see FIgure b. The general land use pattern is as follows: precisely which property may accommodate an entrepreneur who, either now or in the future, wants to start a business on the other, it is proposed that as much flexibility as possible, within reason, is permitted. Thus, the large area to the north of the Malva Road earmarked for commercial development only should be permitted to have a mixed use component that includes residential as well. This site on top of the ridge is likely to command prime views and thus also be attractive for residential activity particularly on the higher levels of the site. - North of Flora Road, to the west, single/group housing retirement village with densities increasing to two-storey group housing towards Flora Road; - Standard (non-retirement) group housing with higher densities towards Flora Road; - Commercial land uses north of the current commercial core around the Flora/Malva Road intersection; - South of Flora Road, generally group housing and professional offices in residential type buildings. This is generally supported with the following enhancements, see figure b. - There should be an Intensification Corridor, see section 1.9, abutting Flora Road between and including the two nodes; Note: This is aligned with the public participation input at the IDP indaba on 27 February A proposal was also made for a secondary access to Dana Bay linking to the N2 opposite the Moss Industria intersection. - This provides the flexibility for there to be a wide range of mixed uses in different typologies, from professional offices operating out of a residential building otherwise used for dwelling purposes, through to a more intense three storey flats above shops configuration of which there is already a good example in Dana Bay near the intersection of Heide and Flora Roads; - Because of the need to promote appropriate higher order uses to encourage job creation and economic growth wherever possible on the one hand, and the difficulty of predicting page 215

19 Figure b Precinct Plan: Dana Bay page 216

20 Urban Design Framework Principles Dana Bay s CBD is well located being high up at the entrance to the suburb so that all residents have to pass through it, before entering the residential areas with their large, quiet, low-density properties; increase, thresholds improve and the atmosphere along this route become more vibrant and businesses become more viable. It is essential for Dana Bay s gees or sense of place that its CBD presents a good quality and memorable gateway impression to visitors as well as residents. This implies good quality landscaping and tree planting and a theme to guide hard landscaping items, sidewalks, kerbs, cycle lanes, street furniture, introductory signage, etc. The current filling station, lack of verges, sidewalks and tree planting do not enhance this important gateway experience sufficiently; Flora Road should operate as an Activity Spine between two nodes, one at the intersection with Heide Road to the west and one at Malva Road to the east. The existing higher order concentrations of buildings at these points already points to their higher strategic value, however it is clear that from their appearance that development has occurred on an individual plot by plot, building by building basis rather than as part of an overall uniting framework for the CBD; Thus, an integrated building, road and landscaping design guideline is required to which all of the different construction projects adhere; The core of such a framework is proposed to be a fully landscaped and pedestrianised Flora Road with cycling lanes, see figures opposite; These should join with the other major roads providing access to the west of Dana Bay so as to create a continuous network; Development densities in either the new development areas or the redevelopment of existing properties in the CBD area should increase towards Flora road so that there are as many people within walking distance in this area. This will help activity levels to page 217

21 Figure c Dana Bay Urban Design Framework Principles page 218

22 3.4.4 MOSSEL BAY TOWN ( POPULATION, 2011) Is the main administrative and services hub of the municipality; Voorbaai has been identified as the main economic hub; Is located approximately 340km east of Cape Town and 300km from Port Elizabeth; Mossel Bay ("Mosselbaai"), which means Bay of Mussels, was named by either Cornelius de Houtman on the 4th of August 1595 or by Paulus van Caerden on the 8th of July 1601; The town is divided into two parts; The Old Town which is centred around the harbour and the Dias Museum Complex, and the Newer District of Diaz Beach and Voorbaai; Lower income areas are located to the west of Mossel Bay town; Mossel Bay CBD functions as the primary business node in the region; The Mossel Bay CBD node is linked via Louis Fourie road to two secondary business nodes Harternbos/Voorbaai and Heiderand/Checkers Centre; Two activity spines can be identified: to the east, the George Road linking the Mossel Bay CBD and Hartenbos, and, to the west a section of Louis Fourie Road between Mossel Bay CBD and Checkers Centre; The western corridor includes the lower income settlements of D Almeida and Kwanonqaba. Industrial development (light industry plays an important role in the Municipality s economy) is located in the Moss Industria area near the refinery and around the harbour in the CBD; Community facilities are provided as per the residential development pattern and includes education facilities, health and police services; Tourist facilities include temporary and permanent caravan parks and groups of holiday flats. Photo 3.4.4a Photo 3.4.4c Aerial view of Mossel Bay (Source: Mossel Bay Lighthouse (Source: Photo 3.4.4b Photo 3.4.4d Santos Express (Source: Diaz Museum (Source: Photo 3.4.4e Whale watching at Mossel Bay (Source: Photo 3.4.4f Mossel Bay caves (Source: page 219

23 Figure a Mossel Bay Aerial page 220

24 Critical Biodiversity Areas Mossel Bay is the main town within the municipal area and is located between the Klein Brak River to the north, and includes Dana Bay in the west. For ease of reference in this analysis, the town was divided into three sections, namely Mossel Bay North (Hartenbos, Voorbaai and Diaz Strand), Mossel Bay South (CBD, Kwanonqaba and Heiderand) and Mossel Bay West (Dana Bay). Typically one would expect far higher constraints on coastal areas and to an extent this is true for the Mossel Bay North area. There are three very distinct bands of vegetation that divide the north and south areas of Mossel Bay with the threatened ecosystem type dominating in the northern part and adding to the higher constraints. Coupled with several watercourses and the Hartenbos River, the aquatic interface is more significant. Implications for Mossel Bay Municipality: Mossel Bay North as shown below has several constraints associated with it, see Figures 3.4.4a and b. These are as follows: Threatened Ecosystems the majority of the area comprises of an Endangered ecosystem type and any development activities will have to undergo verification of the onsite biodiversity. Aquatic CBA2 this is a buffer area of approximately 200m on any watercourse defined as a CBA1 or NFEPA river. In this instance these buffers are associated with the Hartenbos River, the Twee Kuilen River and the nonperennial watercourses within this urban area, as well as several NFEPA wetlands. Any development areas will have to verify these aspects. Aquatic ESA 2 these are buffer areas associated with CBA2 sites as well as with artificial wetlands identified by NFEPA. Terrestrial CBA most of the open spaces indicated as terrestrial CBA are associated to the threatened ecosystem type and any development will require verification of the onsite biodiversity. Terrestrial ESA there are several ESA buffer areas associated with connecting CBAs and aquatic features. Most of these areas are partially or significantly transformed. Item 1 shown on the map identified as vacant land within the urban edge falling within Critical Biodiversity Areas (CBA). Item 2 shown on the map identified as areas significantly transformed as a result of agriculture. Item 3 shown on the map identified as CBA associated with floodplain wetland and watercourses and are possible high risk flooding areas not suitable for development. Item 4 shown on the map identified as partially transformed areas with intermittent sensitive constraints. page 221

25 Figure b Mossel Bay Town CBAs (Source: CapeEAPrac, 2016) page 222

26 Mossel Bay Town 2012 Proposals These have been included for reference purposes and inclusion in the 2017 SDF where appropriate. Figure c indicates the heritage area and sub-areas, precinct plan boundaries, Urban Edge and coastal set back lines on one drawing that will provide an input into the SDF revision; Figure c also depicts the precinct plan boundaries of Louis Fourie Corridor, Da Nova and Diaz Dustria Heritage Mossel Bay probably has one of the largest and most relatively intact historic core areas of a small town in South Africa. However, this is in danger of rapidly eroding if the early signs of urban decay are not remedied. There is currently an upgrade process underway. This historic core also does not enjoy the kind of profile that it should with regards to capitalising on the many tourism economy opportunities it could offer with respect to economic growth and employment if marketed and managed appropriately. Considerable work has been completed in terms of both defining the historic core and its sub precincts, as well as documenting and promoting them. (Baumann 2001) To date the heritage areas have not been formally captured on an SDF plan capable of being approved and in so doing bringing heritage into the ambit of formal policy. Figure c depicts the core heritage area and its sub-precincts so that they may be included in an approved SDF. A heritage conservation plan is required to manage the heritage resources contained with them. The text box opposite indicates a typical contents page of such a heritage framework to be prepared by heritage consultants. Urban Edge Figure c depicts the Urban Edge amended to exclude all CBAs and areas of Intensive Agriculture. The only exceptions to excluding CBAs in this way are where there are already approved but undeveloped townships. Area C on Louis Fourie Road is one such exception where CBAs were excluded in favour of land that has been earmarked for development. The Urban Edge has been amended to exclude CBAs and ESAs as follows: Between Heiderand and Pinnacle Point; Between Pinnacle Point and Dana Bay; Around Dana Bay both on the seaward side as well as in the north, west, and east; North of the N2 between the Louis Fourie intersection and where Watson Avenue begins to run parallel to the N2; Between this point and the underpass to Vogelsang residential estate (Deacon Street). Two other areas also shown as containing CBAs but which have been excluded is land on either side of the entrance road to Dana Bay as it is believed important that this road become a double sided urban corridor in the future linking with the Louis Fourie Corridor (see areas A and B). This will make it more viable for public transport and providing easier access to a wide range of facilities currently unavailable except by private motor vehicle. Instead of attempting to exclude the large CBAs within Kwanonqaba the strategy here has been to locate them within the Urban Edge but designate them as public open space under the jurisdiction of the municipality. This represents a significant environmental resource for Mossel Bay as a whole as well as Kwanonqaba in particular, especially if it can be properly managed. There is only a thin strip of land remaining inside the urban edge along the northern boundary of the N2. This could either be used for narrow industrial parks similar to those already found along the southern boundary of the N2. In many countries overseas policy usually promotes industry and warehousing along freeways as they can make excellent use of the good mobility provided by these facilities and this activity can screen the noise and visual effects of the highway from residential communities. page 223

27 Mossel Bay Town Figure c Mossel Bay Town Urban Edge alignment: 2012 Proposals page 224

28 However, in terms of promoting the Garden Route aesthetic from a tourism point of view it may be preferable to align the Urban Edge directly with the northern boundary of the N2. Figure c also illustrates areas where conflicts between existing approved General Plans and proposed aquatic and terrestrial CBAs Coastal Set Back Line The entire coast line around Mossel Bay is considered to be urban and hence the 100 metre interim set back line has been applied. It can be seen that development along the southern coast is generally well free of this line even in those parts of Pinnacle Point golf estate that are very close to the coast. Mossel Bay golf estate is a considerable distance from this set back line. Confirmation is required as to whether the land between Dana Bay and Pinnacle Point golf estate should be considered urban or not. It has been assumed that it is urban and the interim coastal set back line has been drawn 100 metres from the coast. Along the northern coast it can be seen that the Urban Edge encroaches into the interim 100 m coastal set back line in many instances. New and redevelopment proposals in these areas will have to make applications in order to develop within this interim coastal set back line. Should such applications receive positive decisions then the line would be amended as relevant. The Act provides that initially the coastal protection zone will operate as follows: 100 m inland from the high-water mark in areas that have already been zoned for residential, commercial, industrial or multiple use purposes; and, 1000 m inland in other areas. The definition of the coastal protection zone is: (q) land falling within an area declared in terms of the Environment Conservation Act, 1989 (Act No. 73 of 1989), as a sensitive coastal area within which activities identified in terms of section 21(1) of that Act may not be undertaken without an authorisation; (r) any part of the littoral active zone that is not coastal public property; (s) any coastal protection area, or part of such area, which is not coastal public property; (t) any land unit situated wholly or partially within one kilometre of the highwater mark which, when this Act came into force (v) was zoned for agricultural or undetermined use; or (vi) was not zoned and was not part of a lawfully established township, urban area or other human settlement; (u) any land unit not referred to in paragraph (d) that is situated wholly or partially within 100 metres of the high-water mark; (v) any coastal wetland, lake, lagoon or dam which is situated wholly or partially within a land unit referred to in paragraph (d)(i) or (e); (w) any part of the seashore which is not coastal public property, including all privately owned land below the high-water mark; (x) any admiralty reserve which is not coastal public property: or (i) any land that would be inundated by a 1:50 year flood or storm event. The coastal protection zone is established for enabling the use of land that is adjacent to coastal public property or that plays a significant role in a coastal ecosystem to be managed, regulated or restricted in order to: m) protect the ecological integrity, natural character and the economic, social and aesthetic value of coastal public property; n) avoid increasing the effect or severity of natural hazards in the coastal zone; o) protect people, property and economic activities from risks arising from dynamic coastal processes, including the risk of sea-level rise; p) maintain the natural functioning of the littoral active zone; q) maintain the productive capacity of the coastal zone by protecting the ecological integrity of the coastal environment; and, r) make land near the seashore available to organs of state and other authorised persons for: (i) performing rescue operations; or (ii) temporarily depositing objects and materials washed up by the sea or tidal waters. The coastal protection zone for Mossel Bay s coastal settlements is indicated on Figures 5.1 to 5.5. The location of the 100m and 1000m setback lines need to be verified by the Department of Environmental Affairs and Development Planning (DEA&DP): Coastal Management Section. (source: National Environmental Management: Integrated Coastal Management Act (Act 24 of 2008) page 225

29 Louis Fourie Corridor Precinct Plan The Louis Fourie Corridor Study was prepared in Introduction Louis Fourie road between the N2 and De Nova at the intersection with Marsh street has the potential to be a classical and substantial corridor development supporting a wide range of transport modes and a variety of mixed land uses, particularly medium density (2 4 storeys) residential. To date its development has been rather piece meal; On the north side there have been various residential extensions of Kwanonqaba to the east and D Almeida to the west with some institutional and industrial uses nearer to the road; On the south side along the eastern section there are also a number of residential extensions including single dwellings, gated town house complexes and 2-3 storey blocks of flats. There are also two neighbourhood shopping centres with another zoned immediately north of the Checkers centre at the intersection of Melkhout Street; No land uses can be said to abut the road as in most cases there is a generous road reserve and there are also some larger areas of vacant land, particularly between Mayixhale, Bill Peters and Mossel streets on the north side and west of Essenhout street on the south; and There is a large approved but undeveloped township west of Essenhout Street rising to almost the dune crest and the boundary with Pinnacle Point. A preliminary traffic study noted that Louis Fourie s four lanes are sufficient to cope with existing traffic volumes although there has needed to be traffic system management (TSM) improvements at some intersections in response to development applications. (Presentation: Drew Martese. Dept of Transport and Public Works, 16 March 2016) This report notes that a traffic study will be required to assess the impact of the proposals for the corridor. It also notes that the corridor is an excellent candidate for a public transport service and this could have a significant positive impact on traffic congestion. Summary of Proposals A spatial development framework has been proposed for the corridor. This remains at the level of a proposed land use plan and there are no proposals for the preparation of an Urban Design, Landscape, Transport, Economic potential, and services infrastructure framework to address its implementation. The SDF 2009 proposes various types of urban development in all of the vacant land parcels abutting the road for a distance of about 500m including: about 200 ha of land, not including open space; 67% is set aside for residential uses; and, approximately dwelling units at densities ranging from gross 25 du/ha to 50 du/ha for various income groups. Review The SDF proposal is generally supported as it provides the basis for a large scale, exciting and major intervention along Louis Fourie corridor. If implementation detail is properly attended to ensuing development could create synergies in terms of character, economic activity levels and employment far beyond what the individual development parcels suggest. Therefore, the SDF report s recommendation that it will be necessary to produce a detailed urban design engineering, landscape and local economic development framework that should address at least the following: Recognise that the corridor is 7kms long and that it should be developed as a series of more intense mixed use nodes at key intersections, each with their own character that relate to the residential areas behind. The HSP proposals for the corridor provide some guidance in this regard; A road access management scheme is required that will resolve requirements for both mobility and access. This is likely to require service roads abutting the main through carriageways and reserves for these facilities should be protected as soon as possible; page 226

30 The design of the road and the intervals of various activities nodes alongside should coincide with and facilitate public transport access points and mini interchanges as well cycle ways and pedestrian sidewalks; Louis Fourie is the main western access into Mossel Bay from the N2 and gives visitors their first impression of the town. It is essential that high quality architectural and urban design, landscaping, street furniture, and appropriate activities, e.g. retail, well managed informal markets, residential meet visitors. Experience shows that a high quality environment also has a positive impact on local economic activity as well; This will also improve the chances of crowding of private sector investment at both local business and institutional level scales. This ability is becoming more important as a prerequisite for receiving government infrastructure funding; Because of the scale of the Louis Fourie corridor, the development of the housing units alone both private and public sector could be in excess of R1bn rand, and the fact that it would have considerable benefits for the upgrading and economic integration of Kwanonqaba, this development program could be a likely candidate for a Neighbourhood Development Program Grant (NDPG) from National Treasury. This grant will fund both the detailed planning and implementation feasibility studies as well as certain key mobilising infrastructure. page 227

31 Figure a Cape Town Rail Network Infrastructure page 228

32 Figure b Louis Fourie Corridor Analysis page 229

33 Photo 6.2a Louis Fourie road characterised by extremely wide road reserve not currently NMT friendly Photo 6.2b Wide road reserves offer future potential for one way service roads (C-D roads) with parallel or perpendicular parking. This will enhance the business and job creation potential on the corridor Photo 6.2c Wide road reserves also offer potential for cycle ways and generous pedestrian sidewalks and space for street trading Photo 6.2d In some cases there is also vacant land providing good mixed use development opportunities Photo 6.2e Already some pockets of medium density residential in vicinity. This building configuration with ground floor retail and light industry, either tenanted or owned, would be appropriate among most of the length of Louis Fourie providing much needed preferably GAP medium density housing that would increase business, community Photo 6.2f Area has a wide range of housing types on south side: - gated residential estate. Photo 6.2g View northwards from Pinnacle Point ridge overlooking undeveloped township designated as open space with Louis Fourie corridor in background Photo 6.2h View over ocean from ridge Photo 6.2i Looking north with jail in foreground and proposed open space in middle ground abutting Louis Fourie page 230

34 Urban Design Framework Principles The Louis Fourie corridor by virtue of its straight alignment, wide road reserve, considerable vacant land in its vicinity and direct route alignment from the N2 into the CBD could be one of SA s most exciting large scale urban renewal and reconstruction projects, see Figure c. For this reason it could be the recipient of an NDPG if properly planned and motivated. However, the corridor to date has lacked a coherent overall strategy and has largely developed as a series of separate township extensions connected by roads. For the proposed corridor to really take off it requires an integrating framework that successfully performs two functions; - First, it must efficiently accommodate local and through freight moving back and forth along Louis Fourie Road; - Secondly, it should be strongly linked as a complete network, back into its hinterland; The network system should comprise a framework of activity spines and nodes that can be depicted as an overlay over the current proposals. Road Access Management guidelines that seek to optimise mobility and access conditions along the major routes must be optimised. It is for this reason that the Provincial Transport team currently planning Louis Fourie Road should be engaged with as soon as possible. See Note 2. Figure d overlays this plan with the proposed precinct urban design framework. It can be seen how the urban design framework uses the precinct plan as a departure point. This network should comprise the following elements: - Louis Fourie Road as the main spine which should primarily function as a mobility route under the following Road Access Management Policies (Prov Dept of Transport and Public Works in process); i. Roadside environment CBD ii. Major intersections (signalised check) every 500m; iii. Direct access to be provided off two service roads parallel to Louis Fourie within the overall road reserve. These routes will provide direct property access and accommodate parking, pedestrians and cycle lanes. (Note: discussion is required as to whether public transport stops should be provided in the service roads or on the main carriageways). iv. These routes should be properly landscaped, lit and trees planted; - Key intersections along this route should be designated nodes at which higher order activities, including retail, office, street markets, taxi-drop offs, and community facilities, are located and oriented towards; - These key intersections with Louis Fourie from west to east include: o Proposed realigned Dana bay access road; o Megan o Mayixhale (major node linking from Pinnacle Point to Diaz Industria via Watson Street); o Gunter / Essenhout; o Mossel / Melkhout; and, o Minor Node at Schoeman (Da Nova) v. Parallel to Louis Fourie Road two continuous support route systems should be created some sections of these roads already exist. These include - Adriaanse and Bill Jeffrey roads to the north and Seder and Kreupelhout extensions to the south. - Where possible roads should link from one side of the corridor to the other. The longer these perpendicular link routes are the greater the volumes of traffic they will carry and the stronger the potential of nodes along their way. Mayixhale road, which connects through to Pinnacle Point in the south and Watson road, all the way to Diaz Industria and Louis Fourie road in the north is a good example of this. This framework should be used flexibly to encourage a patterning of densities from lower density at the periphery through to medium and even higher densities facing onto the service roads along Louis Fourie, The current layout pattern towards the edges of this system, with the P.O.S systems breaking up the developable terrain to the north in Kwanonqaba and the extremely low densities of Pinnacle Point and Mossel Bay golf estates on the periphery to the south, fit this principle well. page 231

35 Figure c Louis Fourie Corridor Urban Design Framework Principles page 232

36 However, it is important to ensure that the corridor does not function like a doughnut with poorly coordinated, inappropriately low densities in the centre along Louis Fourie Road; Appropriate typologies that could be appropriate here include sectional title 2 to 3 storey GAP housing apartments over ground floor retail, see photos opposite. page 233

37 Figure d Louis Fourie Corridor Urban Design Framework overlain with the Precinct Plan page 234

38 Da Nova Precinct Plan The Da Nova Local Spatial Development Plan was prepared in Introduction Da Nova was developed in 1959 just over 50 years ago as a middle income low density residential township with erven between 650 and 750m 2. Its strategic location at the junction or elbow of Louis Fourie Road linking westwards towards the N2 and the MossGas refinery and Marsh street, the historic spine road of the original CBD meant that it would inevitably attract higher order land uses. This occurred in 1995 when the Bay View hospital opened. This has led to the area becoming a centre for a wide range of specialist medical services which, in turn, has led to pressure for conversion of nearby residential buildings to offices and consulting rooms. The intensity of the node has been further strengthened by the development of a neighbourhood shopping centre anchored by Spar. The nature of residential development also intensified with a demand for conveniently located smaller apartment units for hospital and medical staff. Summary of Proposals conducted a public participation process which revealed a number of opinions ranging from promoting more intense development at the node through to not changing anything at all. The SDF generally supported the further intensification of the eastern end of Da Nova but noted that the following studies must be completed first: Traffic Modelling Study Traffic Impact Assessment Services Impact Assessment. It was generally considered that there was sufficient capacity for the existing situation but these studies were required to ascertain what the capacity on the upside would be. The SDF makes broad recommendations that a first implementation phase be promoted up to a boundary formed by Sao Bras and Sholtz streets. Uses within this phase include institutional/medium high residential in the blocks around the hospital and mixed use. Buildings up to 3 storeys in height should be promoted on some of the zones. Review The proposals are generally supported as well as the ancillary traffic and services impact assessments. However, in addition to the proposed Architectural guidelines it is believed that an urban design and landscape framework that will provide guidelines for the following is also required: As a result of these tensions the municipality commissioned a sectoral SDF to guide development of Da Nova in the long term. The study area of this plan included all of Da Nova from the Da Gama street intersection with Louis Fourie road westwards as far as Schoeman street where another commercial node abuts Louis Fourie Road. The SDF also noted the strategic nature of the study area at the intersection of Marsh Street and Louis Fourie Road. It noted various national and provincial policies which promoted strategic densification of urban settlements in order improve their performance and concluded that Da Nova generally met these requirements. It also Orientation, massing, scale of buildings and hard and soft landscaping to promote the legibility of Da Nova s strategic location at the elbow of Louis Fourie and Marsh streets, in particular to ensure that Da Nova reads as a secondary gateway to the historic CBD; Treatment of elevations, linkages to the street and treatment of front elevations including parking solutions, boundary walls and fences and pedestrian colonnades and canopies where appropriate; page 235

39 Figure a De Nova SDF page 236

40 The Architectural guidelines will also be important in achieving these goals. The precinct plan mentions the need to build on a Mossel Bay themed architecture. There are three significant themes at present: A cohesive although gradually weakening historic architecture in the CBD. This character is being eroded not only by insensitive new buildings and unsympathetic renovations of existing but also by inappropriate street furniture ranging from the replacement of stone kerbs with pre-cast concrete ones and paving materials and designs; Modernist and post-modernist high rise apartment buildings at Diaz beach; and, A low density eclectic suburban architecture of the 70s, 80s, and 90s with little discernible regional style in the township extensions in these decades. The architectural guidelines will have to identify an appropriate set of criteria including materials. Da Nova is well placed to set the scene as a sign post for Mossel Bay off the N2. page 237

41 Figure b Da Nova Analysis page 238

42 Photo 6.3a Looking up Ryk Tulbach St, new offices on former single residential sites Photo 6.3b Pedestrian speed table across Ryk Tulbach street into hospital need for a comprehensive urban design, landscaping and pedestrian framework to bring coherence, and sense of place to buildings and street scape Photo 6.3c Illegally parked car on sidewalk with roll over kerbs abutting hospital looking down Ryk Tulbach street Photo 6.3d View down Ryk Tulbach st into Da Gama st becoming Marsh street showing potential strong axial linkage into historic CBD and pivotal location of Da Nova at elbow of Louis Fourie and Marsh Street indicating Da Nova has much greater development potential than original single dwelling usage suggested, hence continuous pressure for applications reinforced by presence of hospital Photo 6.3e View across Da Gama street showing conversion of former single dwelling residential buildings to office and making way of front garden boundary wall definition into poorly landscaped paved parking areas Photo 6.3f Transition area along Da Gama st from newly converted offices to remaining single dwellings in the background Photo 6.3g Structured hospital parking area illustrating need for parking plan to accompany increased development in future, if public streets are not to become parked out. Photo 6.3h View down Da Gama st over Marsh Street bridge showing large retail use taking advantage of excellent exposure to passing trade on the elbow between Louis Fourie and Marsh Street axes. page 239

43 De Nova 2012 Proposals These have been included for reference purposes and inclusion in the 2017 SDF where appropriate. Precinct Plan The Da Nova precinct plan is generally supported as an underlying land use management plan. The main proposed land uses are: Area A: Business, business/residential combined on larger erven, business specifically for medical related purposes; Area B: Business, business/residential combined on larger erven, business to include all forms of professional offices, including medical related purposes and high density residential; Area C: Business, business/residential combined on larger erven, business to include all forms of professional offices, including medical related purposes and no high density residential. One concern with the pattern proposed in the precinct plan is that land use zones change from one side of the street to the other rather than in the middle of the block. Land use differences across the street are always much harder to manage than if they change along the mid-block where they are not nearly so noticeable; Da Nova s strategic position on the Louis Fourie corridor and overlooking the historic CBD down the Marsh street axis can be readily seen on Figure c. It should be noted that there are a number of approved but undeveloped plots to the north of Da Nova. Urban Design Framework Principles The first main intervention from an Urban Design framework point of view is to give recognition to the strategic significance of the three key landmark sites for which none of the current buildings on the sites give sufficient acknowledgement. They are prominently located either at the termination of the Marsh street axis into the CBD or flanking it on either side, overlooking the town at the point formed by Louis Fourie Road as it sweeps around and back to Diaz Industria and Hartenbos. However, it is likely that in due course these buildings will be redeveloped and this opportunity should be taken to ensure that the future development of these site do them justice. The site at the top of the fork between March and Ryk Tulbagh/ Da Gama is particularly important in this regard; The second main point of intervention is to promote the redevelopment of single dwelling residential medium density,( 3 storeys 100 du/ha gross) sites facing onto the POS sites so as to improve their usage, surveillance and safety. There is also the potential to close off the larger site facing the R102 with similar development along its southern edge; However, it is considered that this starting point can be considerably elaborated in order to ensure that the potential opportunities flowing from Da Nova s very strategic location in the context of Mossel Bay are optimised with respect to: Economic growth; Employment creation; and, Creating a notable sense of arrival into Mossel Bay s CBD. The current blocks of flats along Da Gama Road already provide a precedent in this regard; The remainder of the sites to the east should be developed for medium height residential as per the precinct plan. The existing commercial buildings on the Schoeman Street / Louis Fourie Road corner create the node from the east in the Louis Fourie corridor. page 240

44 Figure c Precinct Plan: De Nova page 241

45 Figure d De Nova Urban Design Framework Principles page 242

46 Figure e De Nova Urban Design Framework overlain with the Precinct Plan page 243

47 Diaz Industrial Precinct Plan The Diaz Dustria Local Spatial Development Plan was prepared in Introduction Diaz Dustria is a well located industrial area approximately 5kms from Mossel Bay CBD and sandwiched between a high ridge topped by the N2 and the high density holiday resort area of Diaz Strand. Diaz Dustria straddles Louis Fourie road which has become the main traffic spine supporting Mossel Bay from the N2 in the west through to Hartenbos in the east. Consequently the area enjoys excellent exposure to passing trade which has seen it take on a more varied mix of use than normally found industrial areas as there is a greater propensity of retail activities. There are also various residential activities in the nearby vicinity. All of these factors have created an interesting and unusual mix of activities which are likely to support greater economic activity (GVA) and employment than a single use industrial area. However, such an unusual set of circumstances requires a different land use management approach to a conventional industrial area and the municipality commissioned a SDF to guide the future growth and development of the area. Summary of Proposals The SDF proposes four main areas of intervention: 1. The south western section is proposed to for activities governed by Business Zone III of the draft Mossel Bay Zoning Scheme. This permits office and retail activities on industrial sites but these must be directly linked to goods that are manufactured, repaired or assembled on the premises. The intention is to encourage activities that could have a tourism appeal, such as craft industries, or promote smaller higher density manufacturing activity like start-up factory flats that cannot afford to support long retail supply chains and must both manufacture and retail off the same premises. 2. These vacant properties between the railway line and Dias Dustria to the west and the tourist node of Diaz Strand to the east are proposed for development that will strengthen the tourism role of the beach front area. A direct link across the rail line is proposed to Diaz Dustria; 3. This area, straddling Industria road along its core and abutting Louis Fourie road along its western edge is proposed primarily for small scale industrial activity with a retail component. Dedicated tourism activities could also be considered at the discretion of the local authority. No residential activity should be considered; 4. This area includes the entire northern section of Diaz Dustria straddling Louis Fourie Road. The future of this area is seen as partially responding to the development of Langeberg Mall in that a commercial component can be considered but the area should predominantly be industrial. Properties larger than 1 500m 2 can be subdivided to facilitate smaller stands and thereby lower barriers to entry. The proposals also noted the need for a traffic modelling and infrastructure study to ensure that greater levels of activity can be supported. The need to maintain and enhance the high quality of the industrial area, as found along Industria Road was also highlighted. Review There is an increasing trend for industrial areas to diversify their activities particularly if they are well located and heavy industrial polluting enterprises inappropriate. Montagu Drive through Montagu Gardens Industria in Cape Town has seen single large factory buildings subdivided into multiple small operations with retail components as well as the growth of a wide range of supporting services ranging from financial institutions to cafes and restaurants. This has had positive impacts for both economic growth as well as increased the range and density of skills, including low skilled staff, that can be employed there. Diaz Dustria clearly fits with this trend and consequently these proposals and the supporting infrastructure and transport studies are supported for inclusion in the SDF. The transport study should include a new multi-modal public transport and NMT based vision for Louis Fourie Road. Important supporting activities that should also be encouraged are as follows: The development of higher density residential accommodation on the fringes of Diaz Industria such as apartment blocks; page 244

48 A redesign of Louis Fourie Road s cross section and plan to support NMT and public transport services; If it is not too late Watson Avenue s cross-section through to Kwanonqaba should also support NMT and Public transport services; A detailed precinct plan for erven 3972 and 3991 between Beach Boulevard west and east and the railway line that includes a station and public transport interchange possibly in the vicinity of Sam Williams drive or the extension of Watson Ave. This review of SDF proposals in Mossel Bay municipality has emphasised the important role that a rail service could play both in terms of tourist and commuter traffic along the development corridor. In this regard the investigation of a station that could serve both Diaz Dustria and Diaz Strand via intervention area 2 should be investigated. Such a station complex could also facilitate the proposed direct pedestrian or vehicle link between the two areas. page 245

49 Figure a Diaz Industrial SDP page 246

50 Figure b Diaz Industrial Analysis page 247

51 Photo 6.4a View over Diaz Strand from upper slopes of Diaz Dustria Photo 6.4b View along Louis Fourie from Watson Ave intersection illustrating lack of NMT (cycling and walking) facilities Photo 6.4c View along Louis Fourie illustrating retail/light industrial mix of activity taking advantage of exposure to passing trade Photo 6.4d Office style building containing both production and retail activities Photo 6.4e High quality landscaping along Industria Road reminiscent of new trend in landscaped industrial parks found in Johannesburg and Cape Town. Note: post-top lighting. Photo 6.4f Vehicle sub-way under N2 linking to Vogelsang upmarket residential estate indicating well integrated nature of Diaz Dustria and need for a higher level of maintenance and quality than found in standard industrial estates Photo 6.4g Vogelgang residential estate Photo 6.4h Example of mixed use activity within Diaz Dustria Photo 6.4i Construction of Watson Ave past apartment block and factories linking to Kwanonqaba demonstrating mixed use well integrated activities on fringe of industrial area page 248

52 Diaz Industria 2012 Proposals These have been included for reference purposes and inclusion in the 2017 SDF where appropriate. In keeping with a more integrated approach to urban development, trends in manufacturing which see the continuing move to smaller more capital intensive enterprises, and the need to shorten distribution channels in order to reduce transport costs and improve convenience, the Diaz Industria precinct plan generally promotes greater mixed use and integration of supporting retail and commercial facilities while maintaining the core activity of light manufacturing. Precinct Plan linkages between the industrial area and Diaz beach are desirable. It is proposed that Watson avenue continues through to the station complex. This would require a road over rail bridge with ramps at least 150 metres long, if not longer, which would have to pass over the Tuinroete Agri-site at the corner of Industrie and Watson streets. This could be possible using columns. If this were done the main access into Sub-precinct 3 would be the intersection with Beach road and Louis Fourie. The precinct plan is included as originally proposed with the three industrial sub-precincts and one tourism sub-precinct to the west and east of the railway line; Only light industrial activities are permitted in Diaz Industria due to its proximity to retail, tourism and residential activities; The proposed land use focus of the industrial sub-precincts is as follows: - Sub-precinct 1: o o office and retail which must be linked to manufacturing. Residential apartments could be considered on vacant fringe site to take advantage of the excellent views. - Sub-precinct 2: o High density convenience retail and tourism orientated accommodation and residential activities supporting the Diaz beach node. o There is currently an A-grade level crossing on Beach Boulevard. Transnet policy is to close level crossings where possible, particularly if they are in highly trafficked urban centres. This could become the case in this instance as both increased rail traffic (the Outeniqua Choo-choo) and - Sub-precinct 3 o Includes Industrie road between Beach road and Watson street. o Small scale industrial with retail frontages. Industrie street could become lined with factory shops and be designed to facilitate a pleasant shopping and working and environment. o The link to the sea via Karveel Crescent from the proposed station node should be strongly promoted; - Sub-precinct 4: o Includes all of northern Diaz Industria on both sides of Louis Fourie Road. o This could include more commercial activity, either mixed use on each property or as standalone developments particularly closer to the shopping mall, but generally light industry and manufacturing should be promoted. Urban Design Framework Principles Louis Fourie Road s cross section should be reconfigured so that it facilitates pedestrian and cycling traffic as well as public transport. Currently, it is only optimally designed for private motor vehicle and large freight traffic although there are many users of the other transport modes. page 249

53 Figure c Diaz Industria Urban Design Framework Principles page 250

54 This should link into the PT and NMT tree planting and landscaping proposed along the Watson Road link to Kwanonqaba, a very important link in terms of integrating Mossel Bay as a whole; If it proves viable a new major node is proposed around a new station in the Tourism sub-precinct 3. o This could promote rail travel as a commuter and tourist mode up and down the coast between George and Mossel Bay CBD thereby enhancing the attractions of the area as well as reducing traffic on the roads; Three secondary nodes are proposed around the Deacon, Beach and Watson streets intersections with Louis Fourie Road; To further reinforce the appeal of the Tourism sub-precinct Karveel crescent should be upgraded as a major treed and landscaped pedestrian route to the beach. This has been prioritised to some extent by the continuation of the brick walkway across the roadway of Beach Road Boulevard but much more emphasis could still be given with landscaping and tree planting. page 251

55 Figure d Diaz Industrial Urban Design Framework overlain with the Precinct Plan page 252

56 3.4.5 HARTENBOS The ATKV, the Afrikaans Language and Cultural Society bought this land in 1936 as resort. During the holiday season Hartenbos can accommodate up to visitors. Hartenbos boasts 5 kilometers of blue flag beaches and has the largest self-catering establishment on the Garden Route coast. The Langeberg Mall opened its doors to the public in December According to the 2011 Census stats, the total permanent population for the area is Photo a Hartenbos Resort Entrance (Source: wwwlekkerkampplekke.co.za) Photo b Blue Flag Beaches (Source: Photo c Seaside Caravan Park (Source: Photo e Rondawels at the ATKV Resort (Source: page 253

57 Figure a Hartenbos Aerial page 254

58 HARTENBOS PRECINCT PLAN A first concept local structure plan for the Hartenbos Central Business District was compiled in October Background Hartenbos CBD straddles Onderbos/Kaap de Goede Hoop avenue that link Louis Fourie Road (R102), the old coastal arterial road which provides an alternative coast settlement link route to the N2, to the coast. Although Onderbos/Kaap de Goede Hoop form a natural and dominant activity street route within the larger Hartenbos urban route development along the street has been somewhat haphazard and sporadic. In particular the importance of this spine and its coastal node link function is not easily read at its intersection with the coastal arterial, not need for withstanding the various road signs at this point and hence its potential is not being realised. This led to the formulation of a CBD Development Framework which now needs to be incorporated into the overall Mossel Bay municipal spatial development framework. Summary of Proposals After analysing access patterns and likely market demand in the subregion, particularly from the N2, the SDF proposes that the commercial space in the CBD area be increased from the current m 2 to m 2 over the next 25 years. It notes the possibility of new neighbourhood centres being developed closer to the N2 exit north of Hartenbos, see figure d. Review The Hartenbos CBD currently comprises the following: a retail node (the western node) set back behind Riemland Ave on the north side of Onderbos avenue straddling Kompanje Avenue. It turns its back and is not easily noticed from the R102. This lack of exposure to regional passing traffic is likely to constrain its business potential; some higher order community uses such as the Hartenbos junior school; a resort node (the eastern node) at the beach end of Kaap de Goede Hoop Avenue including an enclosed public swimming bath on an extremely strategic site overlooking the beach; some medium density three storey apartment buildings; low density single residential dwelling units in the middle section of the route; some significant pieces of vacant ground whose appropriate development could considerably strengthen the potential of the CBD; the railway line, along which the Knysna Choo-choo tourist trains runs when it is operating, crosses Kaap de Goede Hoop avenue near the coastal node. Hartenbos station is only a block away creating the potential for an interesting tourist stop on the train journey. Should a commuter rail service be introduced on the line in the future Hartenbos CBD will become easily accessible to rail based public transport. The road is tree lined, for most of its length with Norfolk pines, which, although not indigenous, give a distinctive character. These should be retained in future developments and the area between them and the road edge designed to accommodate cycleways and generous pedestrian sidewalks and properly managed informal trading areas which could include a feature Saturday morning craft market area. There is already some demand for street trading along the route. The CBD proposals are generally supported. However, a detailed urban design and landscape framework is required to ensure that a high quality and appropriate urban quality is achieved and that the street does not turn into an ad-hoc pedestrian unfriendly strip mall as has developed in many South African towns over the past 20 years. Particular attention should be given to only allowing short term convenience parking in front of retail and commercial buildings facing onto Onderbos/Louis Fourie Avenues with the remainder of the parking at the rear. This will considerably improve the urban quality of the streets by bringing the buildings and their retail activities closer to the street, while still retaining the existing tree avenues, thereby enhancing their appeal. Attention should be paid to the link with the station as a tourist and commuter rail service is likely to be an important public transport component along the coast over the 25 year time period of the plan. The significantly higher levels of access and mobility this will provide, as well as providing an alternative to private motor vehicle usage along the Louis Fourie corridor, will help to enhance development potentials as traffic congestion and parking demand ratios can be reduced. page 255

59 Figure b Hartenbos Long Term Proposals page 256

60 Figure c Hartenbos Analysis page 257

61 Photo 6.5a View of frontal area showing sidewalk in front of restaurant, lifesavers kiosk and indoor swimming pool in background. Consideration should be given to a more appropriate use for this site in the future and the relocation of this facility as it is not view dependent for its operation. Photo 6.5b Medium density, 2 storey apartment buildings at R102 (Andries Fourie) and Onderbos Road intersection. There is a lack of signature building indicating the importance of the intersection Photo 6.5c Service station with no street boundary treatment providing weak gateway experience Photo 6.5d Retail units considerably set back behind double banked perpendicular parking from main route providing weak legibility and image Photo 6.5e Higher order community facility (Hartenbos primary school) strategically well located along min main route Photo 6.5f View along axis towards N2 with apartment blocks in the background Photo 6.5g View along axis showing first view of sea. Very important to protect this vista as it provides a strong sense of place and anticipation as vehicles approach the parking area terminating the road Photo 6.5h Square facing the beach with single function design as barrier kerbed parking area. Should be redesigned, paved and landscaped as single flat grade square suitable for staging temporary outdoor events Photo 6.5i Typical wide verge cross-section on centre section of Kaape Goede Hoop Ave. Redevelopment should include providing a wide and generous sidewalk as well as cycle ways and street furniture including benches, street trading stalls, post top lighting and other features to promote the image and convenience of this route page 258

62 HARTENBOS 2012 PROPOSALS These have been included for reference purposes and inclusion in the 2017 SDF where appropriate. Urban Edge and CBAs Hartenbos is surrounded by terrestrial and aquatic Critical Biodiversity Areas (CBAs), especially in the vicinity of the Hartenbos river estuary. Their locations have resulted in the realignment of the proposed Urban Edge as shown in Figure e. The Urban Edge has been amended to exclude CBAs and ESAs as follows: Along the river below the railway and between Hartenbos west and the suburb served by Wassenaar Street; North of Louis Fourie; Around the N2 Hartenbos intersection. North of the Hartenbos River, west of the railway line and including the western bank of the Klein Brak River. In general, where there are already approved townships the Urban Edge has been aligned to take these into account. In other areas the Urban Edge has been aligned to exclude CBAs. In general while there are still significant amounts of vacant land available for development this proposed new alignment will have the effect of promoting compaction and greater efficiencies in the urban settlement areas. Increased compaction and densification should be focused along the major routes in intensification corridors. Away from these well located areas lower density lifestyle suburban development can be permitted; The dashed ovals on Figure e shows where terrestrial or aquatic CBAs conflict with approved General Plans. Coastal Set Back Line The interim coastal set-back line has been set back 100 metres from the coastline as indicated by the Demarcation Board mapping required in urban areas. It can be seen that in most cases the proposed Urban Edge is either on or behind this line. This implies that redevelopment of coastal properties, for instance as proposed for the indoor swimming pool and current resort on either side of the Kaap de Goede Hoop road parking area will not require applications in terms of this policy. However, there are structures closer to the beach whose redevelopment is likely to include the need to make applications under this policy. North of the Hartenbos river the coastal set back line extends to metres from the coast line. The Act provides that initially the coastal protection zone will operate as follows: 100 m inland from the high-water mark in areas that have already been zoned for residential, commercial, industrial or multiple use purposes; and, 1000 m inland in other areas. The definition of the coastal protection zone is: (y) land falling within an area declared in terms of the Environment Conservation Act, 1989 (Act No. 73 of 1989), as a sensitive coastal area within which activities identified in terms of section 21(1) of that Act may not be undertaken without an authorisation; (z) any part of the littoral active zone that is not coastal public property; (aa) any coastal protection area, or part of such area, which is not coastal public property; (bb) any land unit situated wholly or partially within one kilometre of the highwater mark which, when this Act came into force (vii) was zoned for agricultural or undetermined use; or (viii) was not zoned and was not part of a lawfully established township, urban area or other human settlement; (cc) any land unit not referred to in paragraph (d) that is situated wholly or partially within 100 metres of the high-water mark; (dd) any coastal wetland, lake, lagoon or dam which is situated wholly or partially within a land unit referred to in paragraph (d)(i) or (e); (ee) any part of the seashore which is not coastal public property, including all privately owned land below the high-water mark; (ff) any admiralty reserve which is not coastal public property: or (i) any land that would be inundated by a 1:50 year flood or storm event. The coastal protection zone is established for enabling the use of land that is adjacent to coastal public property or that plays a significant role in a coastal ecosystem to be managed, regulated or restricted in order to: s) protect the ecological integrity, natural character and the economic, social and aesthetic value of coastal public property; t) avoid increasing the effect or severity of natural hazards in the coastal zone; u) protect people, property and economic activities from risks arising from dynamic coastal processes, including the risk of sea-level rise; v) maintain the natural functioning of the littoral active zone; w) maintain the productive capacity of the coastal zone by protecting the ecological integrity of the coastal environment; and, x) make land near the seashore available to organs of state and other authorised persons for: (i) performing rescue operations; or (ii) temporarily depositing objects and materials washed up by the sea or tidal waters. The coastal protection zone for Mossel Bay s coastal settlements is indicated on Figures 5.1 to 5.5. The location of the 100m and 1000m setback lines need to be verified by the Department of Environmental Affairs and Development Planning (DEA&DP): Coastal Management Section. (source: National Environmental Management: Integrated Coastal Management Act (Act 24 of 2008) page 259

63 Figure d Hartenbos Urban Edge alignment: 2012 Proposals page 260

64 Flood Line The 1:100 and 1:50 flood lines generally coincide along the south bank of the Hartenbos River where most development is found. There appears little current conflict with the alignment of urban development and the Urban Edge The R102/R328 alignment is above the 1:100 year flood line. However, the northern banks of the estuary are much flatter than the southern banks and extend a considerable distance northwards; Furthermore, as a result of this very gentle gradient the 1:100 year flood line is a considerable distance northwards of the 1:50 year flood line, particularly between the N2 and the R102 where they cross the estuary. A New Hartenbos/Monte Christo Nodal Settlement The combined impact of the CBAs, coastal set back line and flood lines result in Hartenbos gated estate east of the N2 and Monte Christo gated estate to the west being isolated leapfrog developments. They are separated from the nearest urban development and being difficult to access except by private motor vehicle. Precinct Plan sections , p8 11) so that land values are not undermined but access to this land is available to as wide a cross-section of the community as possible; - As this land is generally privately owned low income and GAP housing opportunities will have to be encouraged as part of an incentive policy linked to the granting of enhanced development rights; A precinct plan and urban design framework for this proposed integrated settlement will be required. A precinct plan in the form of a local structure plan for the CBD has been prepared and underwent public participation; This proposes a mix of business and higher density residential accommodation along the corridor formed by vacant land along the R102 as well as the redevelopment of low density single dwelling residential dwellings along Kaap de Goede Hoop road between the beach front and the R102; Road access guidelines along the R102 are likely to prohibit direct property access in which case a service road will be required taking access off the Kaap de Goede Hoop intersection; The proposed Urban Edge would enable these two developments to link around their access intersection off the N2. Therefore, it is proposed that rather than trying to link these two settlements to Hartenbos they should be planned as a single, new integrated mixed use, mixed income settlement whose layout is based on walking distance, see section 1.8: This implies the following: - The link across the N2 should be reconfigured with NMT facilities that promote the crossing of pedestrians and cycles; - A new small business node should be promoted around this intersection; - Low income and GAP housing should be encouraged according to the principle of the socio-economic interface (see These proposals are generally supported but what is required is an urban design framework to ensure that the implementation of these proposals does not occur on an ad-hoc site by site basis. This could result in the potential synergy and urban quality from an overall plan with a design theme being lost and the potential of De Kaap de Goede Hoop avenue as the high street of Hartenbos creating a memorable experience culminating at a potentially dramatic resort overlooking the sea being lost. page 261

65 Figure e Hartenbos CBAs page 262

66 Urban Design Framework Principles The following urban design framework principles are intended to help ensure that the potential inherent in the precinct plan is not lost through uncoordinated development: This plaza can double as a parking area but should appear as a treed and landscaped square when empty of cars. Opportunities for street trading in individual sidewalk stalls as well as centralised markets at the nodes should be accommodated. Two nodes are proposed: - An inland node that acts as a sign post to the Kaap de Goede Hoop corridor attracting visitors and residents off the R102. Around the intersection there should be tall buildings of an appropriate height, comprising residential or offices uses with higher order facilities below; e.g. cafes, convenience retail shops, Laundromats, etc.; and, - A coastal node that makes the most of this dramatic raised location above the beach. The full potential of this location can probably only be realised by the redevelopment of all four major existing properties. In particular the indoor swimming pool is, by definition, considered an under use of an outstanding view location. As it is an activity that doesn t depend on services for its success it should be relocated as part of a major redevelopment project to a less prominent site. An intensification corridor is proposed along the R102 and Kaap de Goede Hoop with higher order uses abutting upgraded landscaped sidewalks. The upgrade of Main Street in Plettenberg Bay provides an example of the urban quality that could be achieved. The existing trees along Kaap de Goede Hoop should be retained and where necessary new trees planted to complete these avenues. All building facing onto the R102 or the proposed service road and Kaap de Goede Hoop should have zero building lines at the ground floor and include colonnades to improve the pedestrian environment. A central plaza should be the focus of the buildings at the coastal node. page 263

67 Figure f Hartenbos Urban Design Framework Principles page 264

68 Figure g Hartenbos Urban Design Framework overlain with the Precinct Plan page 265

69 page 266

70 page KLEIN BRAK, REEBOK, TERGNIET (4 411 POPULATION, 2011) Klein-Brakriver is the resort area 13km northeast of Mossel Bay It includes Greenhaven a low income area and Wolwedans, an RDP scheme some 5km up Amy Searle Street on the road to Freimersheim. Flooding problems are experienced on the low lying parts of the settlement. There are also large areas of CBAs, some of which require groundtruthing. As can be seen in Photos a and d, much of the land around these settlements is visually exposed, creating a challenge with respect to future development not degrading the scenic quality of the Garden Route. Photo a Bridge to Grootbrak Island (Source: Photo b Kleinbrak River Mouth (Source:

71 Figure Kleinbrakriver Aerial page 268

72 Klein Brak 2012 Proposals These have been included for reference purposes and inclusion in the 2017 SDF where appropriate. Urban Edge lines implying that it definitely is vulnerable to flooding and that some form of mitigation is required; The informal settlement south of the N2 is also totally under the 1:100 year and partially under the 1:50 year flood lines. This also suggests that mitigation measures will be necessary; The Urban Edge has generally been aligned to exclude CBAs while still leaving significant land for future development especially in the vicinity of the Sorgfontein Tegniet/Reebok road-over-road bridge across the N2; The Urban Edge has been amended to exclude CBAs and ESAs as follows: o o o The western bank of the Klein Brak River; Between R102 Road and the N2 north of Klein Brak and Tergniet as well as a large piece of land between these two suburbs; However, there are conflicts between the CBAs and current urban development, see Figure a. Care must be taken to ensure that the scenic route qualities along the R102 to the south of the N2 and the Sandhoogte road to the north are maintained and that development, including agricultural buildings within this view corridor is carefully controlled; Visual resource management plans for these scenic routes should be prepared; Flood Line Urban development is generally far from the Klein Brak River s 1:100 and 1:50 year floodlines except for the following: - Klein Brak River itself s Urban Edge generally coincides exactly with the 1:100 and 1: 50 year flood lines. This suggests that it could be vulnerable to flooding in the future particularly if mean water levels rise due to climate change or other factors; - The formal suburb described as The Avenues in Figure a north of the N2 is totally under the 1:100 and 1:50 year flood page 269

73 ` Figure Klein Brak - Urban Edge Alignment: 2012 Proposals page 270

74 Critical Biodiversity Areas Implications for Mossel Bay Municipality: Klein Brak River urban area is located on the Klein Brak River and estuary between Hartenbos and Reebok / Tergniet. For continuity, the dataset for Klein Brak River was restricted to the urban edge adjacent to the river north of the N2. The area on the sea was included as part of the Reebok /Tergniet urban edge. Due to its location adjacent to the river and the estuary, Klein Brak River has a high number of constraints, especially for flooding and erosion. Klein Brak River as shown below has several constraints associated with it. These are as follows: Item 1 shown on the map identified the majority of vacant land within the urban edge falls within Critical Biodiversity Areas (CBA) which is associated with the endangered ecosystem type. Item 2 shown on the map identified vacant land which, although identified as a CBA, a large portion of this area has already been significantly modified. Item 3 shown on the map identified vacant land identified as CBA and as having threatened ecosystem types. It must be noted that they are also floodplain wetlands. Item 4 shown on the map identified vacant land identified as having threatened ecosystem types have been significantly modified on residential erven by landscaping. Threatened Ecosystems the entire area comprises of an Endangered ecosystem type and any development activities will have to undergo verification of the onsite biodiversity. Aquatic CBA1 these are core aquatic areas that are considered very sensitive. In this instance the CBA1 is the Klein Brak River and the estuary and future development should be restricted from these areas. Existing development are at high risk from flooding and erosion. Aquatic CBA2 this is a buffer area of approximately 200m on any watercourse defined as a CBA1 or NFEPA river. In this instance this buffer is associated with the Klein Brak River estuary on the western edge of this urban area. There are several erven already designated in this area and residential houses already built which may pose flood risks. Terrestrial CBA most of the open spaces indicated as terrestrial CBA are associated to the threatened ecosystem type and any development will require verification of the onsite biodiversity. Terrestrial ESA there are several ESA buffer areas which combine the ecosystem type with aquatic buffer on the non-perennial watercourse within the urban edge and vegetation types outside of the urban edge which will require verification for any future development. page 271

75 Figure Klein Brakriver CBAs (Source: CapeEAPrac, 2016) page 272

76 The Reebok Tergniet urban area extends from the Klein Brak River in the west towards Great Brak River in the east. It is restricted to the coastal areas and for ease of reference in this analysis has been divided into two sections, namely Reebok Tergniet East and Reebok Tergniet West. The entire urban area is mostly located on one ecosystem type so the majority of the site has few constraints. The northern and southern (coastal) edges retain some threatened ecosystem types. This minimises the constraints significantly. There are no watercourses indicated within this urban edge, although there are two aquatic CBA areas that are identified as NFEPA wetland areas. Reebok Tergniet East as shown below has a few constraints associated with it. These are as follows: Threatened Ecosystems these are restricted to the northern and coastal edges of the urban edge in keeping with the change in vegetation type. The majority of these pockets along the coastal band occur on existing developed areas and any future developments should verify this. Aquatic CBA1 these are core aquatic areas that are considered very sensitive. In this instance the CBA1 is associated to the two wetland areas considered to be NFEPA wetlands. On-site verification would be recommended for these areas, particularly as the one has already been demarcated for erven. Aquatic CBA2 this is a buffer area of approximately 200m on any watercourse defined as a CBA1 or NFEPA river. In this instance these buffers are associated with the two NFEPA wetlands. Any development areas will have to verify these aspects. These buffers include existing developed areas. Terrestrial CBA the terrestrial CBA areas are associated to the threatened ecosystem types or aquatic features. Terrestrial ESA there are some ESA buffer areas associated with connecting CBAs and aquatic features. Item 1 shown on the map identified as vacant land indicated as an endangered ecosystem type. There has been some level of disturbance on these areas. Item 2 shown on the map identified as CBA associated with floodplain wetlands and watercourses. Item 3 shown on the map identified as CBA areas that are less disturbed than those to the west and contain intact pieces of vegetation. However, due to the urban development surrounding it, the connectivity is questionable. Item 4 shown on the map identified as CBA and has not to date been developed but has already been put aside for township development. The specialist studies for the development should be used to update these datasets. Reebok Tergniet West as shown below has a few constraints associated with it. These are as follows: Threatened Ecosystems these are restricted to the northern and coastal edges of the urban edge in keeping with the change in vegetation type. The majority of these pockets along the coastal band occur on existing developed areas and any future developments should verify this. Aquatic CBA1 these are core aquatic areas that are considered very sensitive. In this instance the CBA1 is associated to the two wetland areas considered to be NFEPA wetlands. On-site verification would be recommended for these areas, particularly as the one has already been demarcated for erven. Aquatic CBA2 this is a buffer area of approximately 200m on any watercourse defined as a CBA1 or NFEPA river. In this instance these buffers are associated with the two NFEPA wetlands. Any development areas will have to verify these aspects. These buffers include existing developed areas. The aquatic buffers on the far western side are associated with the mouth of the Klein Brak River. Terrestrial CBA the terrestrial CBA areas are mostly associated with the threatened ecosystem types or aquatic features. Terrestrial ESA there are some ESA buffer areas associated with connecting CBAs and aquatic features. Item 1 shown on the map identified as vacant land indicated as an endangered ecosystem type. There is varying degrees of transformation due to surrounding urban impact and onsite verification is recommended. Item 2 shown on the map identified as CBA associated with floodplain wetlands and watercourses. One of these areas has not to date been developed but has already been put aside for township development. The specialist studies for the development should be used to update these datasets. page 273

77 Figure Reebok - Tergniet CBAs (Source: CapeEAPrac, 2016) page 274

78 3.4.7 GROOT-BRAKRIVER ( POPULATION, 2011) Groot-Brakriver was established around the lagoon of the Groot- Brakriver; It is located approximately 17km northeast of Mossel Bay town; Groot-Brakriver is mainly a holiday destination. The residential area on the island is solely connected to the main land by a single lane bridge; The Botlierskop Game Reserve is the biggest commercial attraction to the area; The total population of Groot-Brakriver as per the stats of Census 2011 is people, with the largest subareas being Wolwedans and Greenhaven. Item 1 shown on the map identified the majority of vacant land within the urban edge falls within Critical Biodiversity Areas (CBA). Some are coupled with an endangered ecosystem type and would require on site verification as to viability. Item 2 shown on the map identified vacant land within Aquatic CBA, associated with the estuarine area and with a high flood risk. Great Brak River is located around the Great Brak River estuary to the west of Glentana. The majority of the urban development has taken place on the western side of the river. The area to the south known as Southern Cross has been included in this urban area delineation. The Island, located in the estuary near the mouth is a highly sensitive environment, prone to regularly flooding from inland and from the sea. The constraints for Great Brak River are high, mostly associated with the ecosystem status and the estuary. In addition there are several watercourses leading into the estuary from the plateau and steep slopes associated with the descent to the floodplain. Great Brak River as shown below has several constraints associated with it. These are as follows: Photo a View of Grootbrak Island (Source: Photo b Development on hill (Source: Threatened Ecosystems the entire area comprises of an Endangered ecosystem type and any development activities will have to undergo verification of the onsite biodiversity. Aquatic CBA1 these are core aquatic areas that are considered very sensitive. In this instance the CBA1 is the Great Brak River and the estuary and future development should be restricted from these areas. Existing development are at high risk from flooding and erosion. Terrestrial CBA most of the open spaces indicated as terrestrial CBA are associated to the threatened ecosystem type and any development will require verification of the onsite biodiversity. Terrestrial ESA there are several ESA buffer areas within the urban edge which will require verification for any future development. page 275

79 Figure Groot Brakriver CBAs (Source: CapeEAPrac, 2016) page 276

80 Groot Brak River Precinct Plan LONG STREET STATION ROAD CIRCULAR DRIVE PRECINCT PLAN Background Groot Brak is a settlement of 5764 people comprising four distinct areas: Interesting ring road around estuary providing access to a linear, generally single sided development corridor, including middle income residential estates, commercial and entertainment activities (including restaurants) a row of historic cottages and, across bridge an historic CBD containing a number of retail activities as well as a factory building. On the waterside of this road are a number of community facilities including a school and playing fields; The historic CBD contains retail, industrial, community facility and worship activities and has the potential to be an attractive and unique mixed use precinct with strong tourist appeal enhanced by the meandering river passing along well maintained, grassed and treed river banks; Up market residential estates on the hill slopes facing the lagoon; Greenhaven is located behind the ancient foredunes looking onto the estuary. It contains a number of historic row housing complexes aligned with the contours which represent a rational and efficient response to the steep terrain in this area; Further along up the steeply winding Wolwedans road is Wolvedans township comprising new BNG houses, many on stilted platforms as a result of the steep terrain in this area. This township is some 3km from Groot Brak CBD. Summary of Proposals Two sets of proposals are made for Groot Brak, see Figures and The first deals with Groot Brak itself in which it is proposed that the area be organised as a number of precincts including: Professional Use precinct between Long street and Sandhoogte Roads, with the intention being to permit appropriate home businesses, particularly in the properties abutting the main road; Small Business precinct to promote entertainment and retail businesses, particularly those that take advantage of the views across the estuary; Heritage precinct to protect the row of cottages between the historic church and the mixed use precinct; CBD precinct to identify the shopping and business area. Two localised nodes are proposed at De Dekke and Groot Brak Station; and, A direction for future development is indicated on portion 4/6 Farm 129 Mossel Bay above the Heritage Precinct. These proposals are supported with the following comment: Long Street and Station Road should be planned for as a continuous circular activity axis anchored on the De Dekke and Station localised nodes already identified on the R102. This route and development abutting it should be considered as a single system in which the business and tourism appeal is enhanced through sensitive development control, physical upgrading and management. This circular route should be properly signposted as a feature attraction off the N2 and R102 so that its business and employment potential is maximised; An urban design and landscaping framework should be prepared for this circular activity axis that includes guidelines for the development of properties abutting the route, see annexure A, Sedgefield Urban Design Framework for example; Guidelines, incentives, and subsidies should be investigated to promote the heritage precinct which is in danger of losing its character; The CBD precinct should also be designated as a heritage precinct as it comprises an outstanding collection of buildings, landscapes and activities that has the potential to become one of the jewels of the Garden Route. A detailed urban design and landscape framework and guidelines that should include a craft market and other periodic tourist activities should be compiled to manage: Paving and hard surfacing between buildings; Tree planting and landscaping; Enhancement and promoting of important vistas and views, for example across the river and village green to the church and historic homes. page 277

81 Figure Great Brak Precincts page 278

82 GREENHAVEN / WOLWEDANS PRECINCT PLAN Background The second set deals with the suburbs of Greenhaven and Wolvedans along Amy Searle Street which eventually becomes a scenic route leading to Friemersheim. Greenhaven is a residential suburb comprising a range of housing types catering for different income groups. These include older semidetached, row and terraced housing aligned with the contours which are an efficient and cost effective response to the steep topography of this area. There are also larger detached units in the middle income market. Wolwedans is a relatively new RDP housing schemes with single residential housing built to high specifications, tiled roofs, gutters, and solar HWC, many of them on stilted platforms to account for the even steeper terrain in this area. Only the eastern most parts of Greenhaven are within a 1km convenient walking distance radius of Groot Brak CBD. The remainder of Greenhaven and Wolwedans are further away with the easternmost extremity of Wolwedans over 4kms away up a steeply winding Amy Searle Street. There is no provision for non-motorised transport although a sidewalk may be included with the upgrading of this route, currently in progress. This means that residents without access to private motor vehicles are reliant either on public transport or walking. The steeper roads in the area will be unsuitable for commuter cycling. Summary of Proposals Proposals for these areas include: 6 residential infill sites in Greenhaven which are proposed could accommodate a total of 279 sites; A flat site that could accommodate approximately 75 units is also proposed. Comment The proposals are generally supported with the following comments: Site 7 is the best located of all of the proposed housing areas and its potential should be maximised for an integrated mixed income and where appropriate mixed use project; It should include a range of housing types arranged according to the principle of higher densities on better located land. Therefore, the minimum typology should be double storey semi-detached so that footprints on this scarce and well located land are kept to minimum and the smallest acceptable plots laid out. This will increase the carrying capacity of the site and enable more rather than less people to live within walking distance of the main employment, shopping, community facility and recreational nodes of Groot Brak; The principle of socio-economic interface should be promoted with GAP housing promoted along the external edges of the property with BNH housing towards the interior; The semi-detached and row terraced housing in Greenhaven should serve as a familiar precedent but with the addition of a 2 nd level; Future development on portion 138 of Farm 129 should only be considered as a last resort; and, Prior to this all better located suitable land should be developed so that a well structured urban system is formed rather than far flung isolated township extensions connected only by roads. For instance land not indicated on Figure , for example the higher slopes of Erf 627 should be investigated for development prior to considering the land indicated by the arrow in Figure Mainly infill of non-residential uses in Wolwedans including a number of places of worship and shop sites; A residential infill site for 15 erven is also identified abutting Amy Searle Street; page 279

83 Figure Groot Brak: Greenhaven / Wolwedans page 280

84 Figure Groot Brak Analysis page 281

85 Photo 6.6a Historic CBD requiring integrating urban design and landscape framework including providing space for craft/farmers market Photo 6.6b Potential for scenic village green Photo 6.6c Historic church on fringe of CBD requiring integration with other buildings in precinct through integrating urban design and landscape framework Photo 6.6d Scenic views across. River to historic landmark building Photo 6.6e Gateway to Groot Brak historic CBD. Photo 6.6f View from behind Groot Brak primary school of well-located site that should be first priority for an integrated mixed income housing project including BNG and GAP housing. An integrating ring road from the Wolwedans road to Groot Brak main road should be constructed (reserve already in place.) Photo 6.6g Extension of Wolwedans in valley bottom with proposed direction of extension of suburb across river to opposite slopes Photo 6.6h Wolwedans cemetery with Green haven in middle ground and Groot Brak estuary in background Photo 6.6i BNG housing on steep slopes at Wolwedans, 4km from Groot Brak CBD page 282

86 Figure Groot Brak Slope Analysis page 283

87 page 284

88 GROOT BRAK 2012 PROPOSALS These have been included for reference purposes and inclusion in the 2017 SDF where appropriate. Heritage The historic core of Groot Brak comprises a complex of heritage buildings and exceptionally good quality vistas across the river estuary. This urban quality is accentuated by vistas linking land mark buildings such as the Romanesque church at the prominent junction with Amy Searle and Long streets and Stasie street across the bridge over the Groot Brak river. This setting, with its juxtaposition of historic buildings, mature trees, lawned river banks and gently winding perennial river, is unusual and unexpected in the context of the Garden Route. If managed to a high standard and properly promoted, it should become a must-see destination on the Garden route. It is reinforced by the remnants of the row of historic cottages that hug the fringe between the hill slope and Long/Amy Searle street as it winds its way along the northern bank of the Groot Brak River up to Wolwedans; Further adding to the heritage and visual quality of this setting is the natural environment of the steep river valley winding its way through the interlocking spurs underlying Wolwedans and Greenhaven before it meanders across the wide estuary flood plain to the sea. A preliminary heritage area is indicated on Figure a. This links the commercial precinct on the east banks of the river with the residential precinct along the toe of the hill to the west. The final boundaries of this proposed heritage area should be verified by a heritage professional prior to their preparing heritage guidelines according to the outline described in section 5.1. The Act provides that initially the coastal protection zone will operate as follows: 100 m inland from the high-water mark in areas that have already been zoned for residential, commercial, industrial or multiple use purposes; and, 1000 m inland in other areas. The definition of the coastal protection zone is: (gg) land falling within an area declared in terms of the Environment Conservation Act, 1989 (Act No. 73 of 1989), as a sensitive coastal area within which activities identified in terms of section 21(1) of that Act may not be undertaken without an authorisation; (hh) any part of the littoral active zone that is not coastal public property; (ii) any coastal protection area, or part of such area, which is not coastal public property; (jj) any land unit situated wholly or partially within one kilometre of the highwater mark which, when this Act came into force (ix) was zoned for agricultural or undetermined use; or (x) was not zoned and was not part of a lawfully established township, urban area or other human settlement; (kk) any land unit not referred to in paragraph (d) that is situated wholly or partially within 100 metres of the high-water mark; (ll) any coastal wetland, lake, lagoon or dam which is situated wholly or partially within a land unit referred to in paragraph (d)(i) or (e); (mm) any part of the seashore which is not coastal public property, including all privately owned land below the high-water mark; (nn) any admiralty reserve which is not coastal public property: or (i) any land that would be inundated by a 1:50 year flood or storm event. The coastal protection zone is established for enabling the use of land that is adjacent to coastal public property or that plays a significant role in a coastal ecosystem to be managed, regulated or restricted in order to: y) protect the ecological integrity, natural character and the economic, social and aesthetic value of coastal public property; z) avoid increasing the effect or severity of natural hazards in the coastal zone; aa) protect people, property and economic activities from risks arising from dynamic coastal processes, including the risk of sea-level rise; bb) maintain the natural functioning of the littoral active zone; cc) maintain the productive capacity of the coastal zone by protecting the ecological integrity of the coastal environment; and, dd) make land near the seashore available to organs of state and other authorised persons for: (i) performing rescue operations; or (ii) temporarily depositing objects and materials washed up by the sea or tidal waters. The coastal protection zone for Mossel Bay s coastal settlements is indicated on Figures 5.1 to 5.5. The location of the 100m and 1000m setback lines need to be verified by the Department of Environmental Affairs and Development Planning (DEA&DP): Coastal Management Section. (source: National Environmental Management: Integrated Coastal Management Act (Act 24 of 2008) page 285

89 Figure Groot Brak Urban Edge Alignment: 2012 Proposals page 286

90 URBAN EDGE The Urban Edge has generally been aligned to exclude CBAs except where there are approved township layouts in which case these take precedence; The Urban Edge has been amended to exclude CBAs and ESAs as follows: Parts of the Urban Edge around Wolwedans and the north-west section of Greenhaven; The land between Tergniet and Southern Cross. The proposed development areas from the Human Settlement Plan have also been included within the Urban Edge as these generally avoid steep slopes or CBAs However there are a number of areas where either terrestrial or aquatic CBAs conflict with existing development, see dashed ovals on Figure b. COASTAL SET BACK LINE FLOOD LINE Generally, the coast through this section to the south of Groot Brak is designated as urban development and hence the interim coastal set back line is 100 metres from the coastline. Although there is a large piece of land between Tergniet and Southern Cross along the coast which is excluded from the Urban Edge the rail line is only approximately 200 metres from the coast with the R102 another 300 to 500 metres away; Therefore, along this section the Interim Coastal Set back line is proposed at 100 metres from the coastline as well. The 1:100 year flood line reveals a number of urban areas below this line including: - Most of the area proposed to be included in the heritage precinct, including the historic church, around the Long and Amy Searle streets intersection; - The lower lying parts of the suburbs abutting Long street around the intersection with the Sandhoogte Road; - The northern most island suburb of Southern Cross suburb abutting the N2 in its entirety; and, - The island part along Island road of the suburb of The Island in its entirety; Most of these areas are above the 1:50 year flood line except for parts of the east bank of Groot Brak CBD below the river and parts of the Island. PRECINCT PLAN The current precinct plan, which has been through a public participation process, is supported for inclusion in the SDF as a starting point for planning and implementation proposals that will help facilitate Groot Brak achieving its full potential; The Urban Design Framework Principles below will be important in ensuring that this potential is actually achieved. URBAN DESIGN FRAMEWORK PRINCIPLES A framework of nodes and intensification corridors is proposed to create a structure on which the future development of Groot Brak can successfully proceed. A series of nodes are proposed at key intersections including: - At the entrance to the main route into Wolwedans by the school on the Freimersheim Road; - At the Murry/Gelderblom intersection in Greenhaven; - A major node around the heritage commercial precinct with a focal vista across the river to the prominent historic church as a key land mark; - A minor node at the intersection of Sandhoogte and Long street; - A node at the intersection of Long street and R102 near Southern cross; and, - A node at the station near the island; These nodes should focus the development of higher order community and commercial facilities at various scales as appropriate. For instance these could range from large transport interchanges and farmers markets to a small corner shop which may be functioning as a home business; page 287

91 Figure Groot Brak Urban Design Framework Principles page 288

92 The nodes are linked by a single intensification corridor which begins at the Wolwedans node, passes through Greenhaven, intersects by the church before crossing the river to the CBD and then onto the station south of the N2 to the east, or follows Long street to the Southern Cross node to the west. With regards to transport this corridor should offer continuous public transport and NMT facilities with high quality landscaping and tree planting along its length; Although it should be continuous as a transport route, there will be different development conditions alongside. For example; - Urban development abutting the route will not be continuous but will only occur where there is urban development along side in other areas the routes will single side looking out mainly over wetlands and river corridors or open country, for instance, Long street around the western perimeter of the estuary; - In other instances the continuity of the corridor will comprise of the road route only with there being no urban development on either side, for example, Stasie Road between the CBD and the rail station; Where they are external to urban development major routes such as the R102 should be designated as scenic routes. page 289

93 Figure Great Brak River Urban Design Framework overlain with the Precinct Plan page 290

94 3.4.8 GLENTANA This settlement is located just east of Groot-Brakrivier, halfway between Mossel Bay and George. Although there is a high demand for development along the Garden Route, Glentana has been able to remain untouched and uncluttered. Various sea caves can be found near Glentana, which attracts many visitors, along with white beaches, whale watching and golf courses of nearby Fancourt, which is regarded as one of the premier golf courses in the country. Photo c Shipwreck at Glentana (Source: Photo d Glentana Flooding in 2006 (Source page 291

95 Figure a Glentana Aerial page 292

96 Figure b Glentana CBAs page 293

97 page 294

98 3.4.9 FRIEMERSHEIM Friemersheim is a small farming settlement approximately 15 kilometers from Groot-Brakrivier. It was established as a missionary community in 1869, but was sold to the state in the 1960s. The area has a total of 308 households and a total of residents, as per Census Photo a Residential area in Friemersheim (Source: PGWC, 2014) Photo b View of Friemersheim (Source: PGWC, 2014) Photo c Church in Friemersheim (Source: PGWC, 2014) Photo d Municipal Office (Source: PGWC, 2014) page 295

99 Figure a Friemersheim Aerial page 296

100 Critical Biodiversity Areas Friemersheim is located inland, northwest of Great Brak River. The area was previously intensively used for forestry purposes but most surrounding land use is currently agriculture. Due to its location at the foothills it has several watercourses in the vicinity. The Beneke River is located to the west of Friemersheim with small non-perennial watercourses within the urban area. Friemersheim as shown below has several constraints associated with it. These are as follows: Aquatic CBA2 this is a buffer area of approximately 200m on any watercourse defined as a CBA1 or NFEPA river. There are several erven already designated in this area and residential houses already built. The remainder of the CBA2 should be verified on site. Aquatic ESA There are several aquatic ESA areas associated with small drainage lines and buffer areas. These buffer areas are smaller than the CBA2 buffers and where possible should be avoided. Terrestrial CBA There are no threatened ecosystem types in this urban edge and the CBA follows the aquatic buffer for most parts and follows landscapes linkages. There has already been significant development on the erven located in the CBA areas and it should be verified where future development is likely. Item 1 shown on the map identified vacant area that has been marginally transformed. Item 2 shown on the map identified a sports field that has been included as a terrestrial CBA. Item 3 shown on the map identified marginally transformed land in a terrestrial ESA. This could be allocated for future development with onsite verification. page 297

101 Figure b Friemerheim CBAs (Source: CapeEAPrac, 2016) page 298

102 FRIEMERSHEIM 2012 PROPOSALS These have been included for reference purposes and inclusion in the 2017 SDF where appropriate. Urban Edge The Urban Edge has generally been aligned to exclude land used for Intensive Agriculture or land that falls within the aquatic or terrestrial CBAs; The Urban Edge has been amended to exclude CBAs and ESAs along Gousblom Road; Figure c shows a number of areas where aquatic or terrestrial CBAs conflict with approved township layouts, these must take precedence over the CBAs; Care must be taken to ensure that the scenic route qualities are maintained and that development, within the visual corridor abutting these routes, including agricultural buildings, are carefully controlled; Visual resource management plans for these proposed scenic routes should be prepared. Heritage Area It is proposed that the entire settlement within the Urban Edge is a candidate for a heritage area. The heritage area follows the alignment of the existing settlement within the Urban Edge. The final boundaries of this proposed heritage area should be verified by a heritage professional prior to heritage guidelines being prepared according to the outline described in section 5.1. page 299

103 Figure c Friemersheim - Urban Edge Alignment: 2012 Proposals page 300

104 BRANDWACHT 2016 Critical Biodiversity Areas Brandwacht is located inland, northwest of Klein Brak River. The urban area is divided into four portions, three to the north and 1 to the south. The north and south areas are divided by the Brandwag River. The northern portion is located to the east of the Brandwag River and the southern portion is south of the Brandwag River. The surrounding land use is mostly agriculture and the urban area provides residential development that supports these. Brandwacht North as show below has several constraints associated with it. These are as follows: Brandwacht South is a smaller portion of the urban area that has been significantly transformed due to agricultural activities. The southern portion has not yet been allocated erf portions according to the 2015 Surveyor General data. Brandwacht South as show below has several constraints associated with it. These are as follows: Threatened Ecosystems several nodes are listed as an Endangered Ecosystem type. Much of these areas form part of the existing agriculture activities and it is unlikely that much of the vegetation remains intact. This would require on site verification in order to confirm the status. Terrestrial ESA the ESA areas are buffer areas to the CBA. Those that are inside the urban edge should be verified before further development takes place. Threatened Ecosystems a large area of the northern urban edge is listed as an Endangered Ecosystem type. Much of these areas has already been allocated for residential erven and has been developed or is likely to be developed in line with the property rights. Terrestrial CBA For most parts the CBA correlates to the ecosystem type, however the most northern urban area includes CBA1 type constraints. It must be noted though that the area has been significantly transformed due to agricultural activities. This should be verified before further development takes place. Terrestrial ESA the ESA areas are buffer areas to the CBA. Those that are inside the urban edge should be verified before further development takes place. Item 1 shown on the map identifies open space area that is classified as a CBA1 area. This needs to be verified as there has already been significant transformation due to agriculture. Item 2 shown on the map identified vacant area within the urban edge that has no constraints associated with it, although it is marginally transformed. Item 3 shown on the map has been significantly transformed due to agriculture and has no constraints identified. page 301

105 Figure a Brandwacht CBAs (Source: CapeEAPrac, 2016) page 302

106 page 303

107 page 304

108 BRANDWACHT 2012 PROPOSALS These have been included for reference purposes and inclusion in the 2017 SDF where appropriate. Urban Edge The Urban Edge has generally been aligned to exclude land used for Intensive Agriculture or land that falls within the aquatic or terrestrial CBAs; Where there are approved township layouts, these must take precedence over CBAs; Care must be taken to ensure that the scenic route qualities along the R328 are maintained and that development, including agricultural buildings are carefully controlled; Visual resource management plans for these scenic routes should be prepared. Heritage Area It is proposed that the entire settlement within the Urban Edge is a candidate for a heritage area. The heritage area follows the alignment of the existing settlement within the Urban Edge. The final boundaries of this proposed heritage area should be verified by a heritage professional prior to heritage guidelines being prepared according to the outline described in section 5.1. page 305

109 Figure b Brandwacht Urban Edge Alignment: 2012 Proposals page 306

110 HERBERTSDALE 2016 Critical Biodiversity Areas Herbertsdale is located inland to the northwest of Mossel Bay. It is located adjacent to the Langtou River and is surrounded mostly by agricultural land uses. Herbertsdale lies on the western edge of an endangered ecosystem and does not have significant constraints within the urban edge. Herbertsdale as shown below has several constraints associated with it. These are as follows: Threatened Ecosystems only a portion of the Endangered ecosystem type impacts on the north eastern corner of the urban edge on already existing and developed erven. Aquatic CBA1 these are core aquatic areas that are considered very sensitive. In this instance the CBA1 is the Langtou River which lies to the west of the urban area. There are currently no erven or infrastructure within this area shown as a CBA1 and future development should be avoided due to possible high risk from flooding and erosion. Aquatic ESA the aquatic buffers associated with the non-perennial watercourse south of Herbertsdale has a small constraint on developable areas in the urban edge. This should be verified on site for any future development opportunities. Terrestrial CBA most of the terrestrial CBA areas is associated with vegetative buffers along watercourses / drainage lines and only marginally affects the urban area. Terrestrial ESA there are several ESA buffer areas within the urban edge which will require verification for any future development. Item 1 shown on the map identified the vacant land within the urban edge associated with sports field and school grounds. Item 2 shown on the map identified vacant land within a terrestrial CBA and ESA that has already been transformed by urban development. Item 3 shown on the map identified vacant land within an aquatic ESA and a terrestrial CBA and ESA that has already been transformed by urban development. page 307

111 Figure a Herbertsdale CBAs (Source: CapeEAPrac, 2016) page 308

112 Figure b Mossel Bay Precinct Linkages page 309