BRIDGING THE DIVIDE: A Creativity Hub in Alexandra’s Marlboro Gautrain Precinct. by Miguel Pinto

BRIDGING THE DIVIDE

A Creativity Hub in Alexandraâ&#x20AC;&#x2122;s Marlboro Gautrain Precinct

Miguel Pinto l 2013

BRIDGING THE DIVIDE: A Creativity Hub in Alexandraâ&#x20AC;&#x2122;s Marlboro Gautrain Precinct

Miguel Faria Rocha Pinto 2013

Supervisor: Co-Supervisor: Mentor:

Dr. Finzi Saidi Suzette Grace Heinrich Kammeyer

“JOHANNESBURG: South Africa's largest city and the world's gateway to the resource giant that is Africa. JOHANNESBURG: Crime, AIDS, poverty, hijacking, corruption, xenophobia and too many more. JOHANNESBURG: Totally misunderstood. JOHANNESBURG: Completely unhinged. There is also magic, ambition, opportunity, wildness, beauty, and many other things that aren't always easy to see, though they help make the city what it is. To understand these things is to understand why people choose to live here in the first place.” Introduction to ‘Unhinged – Surviving Jo'burg’ (Loveland, 2010)

This project engages with a small portion of Johannesburg, in an attempt to better understand.

Fig. 0.1: Aerial photo showing the mutual dependant relationship between Alexandra (top left) and Sandton (right) before the M1 highway was built. Department of Rural Development and Land Reform. 1952.

CONTENTS Declaration....................................................................................................................................................................................................................................................................... v Acknowledgements......................................................................................................................................................................................................................................................... vi Abstract............................................................................................................................................................................................................................................................................. vii Glossary............................................................................................................................................................................................................................................................................. ix Abbreviations.................................................................................................................................................................................................................................................................... xi List of Figures...................................................................................................................................................................................................................................................................... xiii

01: INTRODUCTION 1.1 1.2 1.3 1.4 1.5 1.6

1 Background................................................................................................................................................................................................................................. 3 Research Questions.................................................................................................................................................................................................................... 4 Site Location................................................................................................................................................................................................................................ 5 Methodology............................................................................................................................................................................................................................... 9 Train Sequence............................................................................................................................................................................................................................ 11 Conclusion................................................................................................................................................................................................................................... 13

15 02: CONTEXTUAL ANALYSIS 2.1 Provincial Mapping..................................................................................................................................................................................................................... 17 19 2.2 Context Mapping: 2.2.1 Public Facilities........................................................................................................................................................................................ 21 2.2.2 Walkability Map...................................................................................................................................................................................... 23 2.2.3 Transport Networks................................................................................................................................................................................. 25 2.2.4 Activity Hubs........................................................................................................................................................................................... 27 2.2.5 Catchment Plan..................................................................................................................................................................................... 29 2.3 Conclusion................................................................................................................................................................................................................................... 30 31 03: PREMISE AND RELATED PRECEDENT STUDIES 3.1 Understanding Alexandra: 3.1.1 Historic Context: 100 years of Alexandra and the Spatial Legacy of Apartheid Planning........................................................... 33 3.1.2 Contemporary Post-Apartheid Alexandra.......................................................................................................................................... 37 3.2 Transit Oriented Development: 3.2.1 General Overview.................................................................................................................................................................................. 39 3.2.2 Precedent Study: Sandton TOD Precinct............................................................................................................................................ 41 Vibrant and Creative Urban Public Space for People: 3.3 3.3.1 Vibrant Urban Places............................................................................................................................................................................. 43 3.3.2 Creative Spaces..................................................................................................................................................................................... 45 3.4 Case Study: 3.4.1 Public Squares in Johannesburg - Introduction.................................................................................................................................. 47 3.4.2 Public Squares in Johannesburg - Far East Bank Analysis.................................................................................................................. 49 3.5 Conclusion................................................................................................................................................................................................................................... 51

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04: DEFINING THE BRIEF 53 4.1 Role Players and Priorities............................................................................................................................................................................................................ 55 4.2 Mind Map To Motivate Creativity Hub...................................................................................................................................................................................... 57 4.3 The Building Programme............................................................................................................................................................................................................. 59 61 05: DESIGN EXPLORATION 5.1 Conceptual Key Words.............................................................................................................................................................................................................. 63 5.2 Urban Design: 5.2.1 Urban Design Strategy........................................................................................................................................................................... 65 5.2.2 Potential Life Scenario Mapping.......................................................................................................................................................... 69 5.3 Site Design Generators............................................................................................................................................................................................................... 71 5.4 Conceptual Design Development: 5.4.1 Sketches.................................................................................................................................................................................................. 73 5.4.2 Models: The Process of Investigation Through Physical Three Dimensional Building...................................................................... 77 87 06: FINAL PRESENTATION 6.1 Urban Design _ Existing................................................................................................................................................................................................................ 89 6.2 Urban Design _ Proposed............................................................................................................................................................................................................ 91 6.3 Urban Design _ Activity Plan....................................................................................................................................................................................................... 93 6.4 Plans and Sections....................................................................................................................................................................................................................... 94 6.5 Technical Details.......................................................................................................................................................................................................................... 98 6.6 Photomontage Views.................................................................................................................................................................................................................. 99 6.7 Model Photographs..................................................................................................................................................................................................................... 107 07: REFERENCES 7.1

117 Reference List............................................................................................................................................................................................................................... 119

08: APPENDIX 7.1 7.2 7.3 7.4 7.5

121 Appendix A: Photographic Study.............................................................................................................................................................................................. 123 Appendix B: Conversations in Alexandra................................................................................................................................................................................. 135 Appendix C: Public Squares in Johannesburg......................................................................................................................................................................... 143 Appendix D: Sandton TOD Precinct.......................................................................................................................................................................................... 151 Appendix E: Reference Maps.....................................................................................................................................................................................................153

DECLARATION I, Miguel Faria Rocha Pinto hereby declare that the dissertation submitted for the Master of Technology (Architecture) degree to the University of Johannesburg, apart from the help recognised, is my own work and has not previously been submitted to another university or institution of higher education for a degree.

……………………..............…………………………………………. SIGNATURE

….................................................………………………………….. DATE

ACKNOWLEDGMENTS In such a complex and intense field of study, this project could not have been possible without the help, support and love from a range of people. I would like to sincerely thank the following people: My Family: Sonia + Isabella Pinto - I dedicate this to you Otilia Faria - Thank you for teaching me courage Carlos + Nikki + Alex Faria Trindade family Fellow M-Techâ&#x20AC;&#x2122;ers Supervisor, Co-Supervisor and Mentor: Dr. Finzi Saidi, Suzette Grace and Heinrich Kammeyer University of Johannesburg lecturers: Melinda Silverman, Amira Osman, Alex Opper, Leon Krige, Christo Vosloo and Lone Poulsen Thomas Chapman, Thiresh Govender, Thorsten Deckler, Mocke J van Veuren and Monica Albonico Various professionals: Salome Rakgole + Tsholohelo Kgwanyape - Local Artists Gideon Chitanga - Academic Development Centre, University of Johannesburg Sam Nhlengethwa - The Bag Factory Artists Studios Sheekha Kalan - The Goodman Gallery Bruce MacGillivray - HOK Architects Gerhard van der Linde - MIT Lisa Seftel - Head of Transport, City of Joburg Khosi Vilakazi + Justice Mudau - Corporate Geo-Informatics, City of Joburg Neels Letter - Alexandra Renewal Project Diana Wall - Manager of Collections, Museum Africa Dr. Ingrid Jensen + Dr. Barbara Jensen - Gautrain Rapid Rail Link Pierre Louw - Scheduler of the Maintenance Division, Bombela Operating Company Frank Glatzel - CAE Solutions Chris Wray - GCRO Anna Malatji - Information Officer at Statistics South Africa

ABSTRACT Alexandra's Far East Bank, formerly an apartheid buffer zone, is caught up in a reactive process by government to provide both housing and public transport. This process has resulted in a segregated relationship between the Marlboro Gautrain Station and the adjacent Reconstruction and Development Programme (RDP) housing scheme. The station is completely cut off from the immediate community by a perimeter fence with 24-hour security. This further entrenches the division between the Gautrain commuters and surrounding community. This forced physical relationship sets up an opportunity to design and create a space that aims to straddle the current socioeconomic gap. After on-site investigation and research, a CREATIVITY HUB woven together with public space linking back in to the city fabric with new strategic connections is proposed. This hub will contain various programmes focused on fostering and developing skills in the community and then becoming a platform from which to showcase them. The hub becomes an integrated part of the communityâ&#x20AC;&#x2122;s day-to-day activity, movement route, as well as a destination for visitors. This project would be the first catalytic response to the City of Johannesburgâ&#x20AC;&#x2122;s Regional Spatial Development Framework (RSDF) for Region E (CoJ 2009/10: 149). The hub prioritises people, space and a choice of movement.

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“THE GREATNESS OF ANY CITY CAN BE JUDGED BY THE WAY IN WHICH IT RESPONDS TO CHANGE” (Holcim Foundation for Sustainable Construction 2011:60)

How will Alexandra and the precinct around the Gautrain respond...?

A blurring and broadening of the hard edges that divide the urban fabric, with the aim of becoming inclusive and vibrant places.

Fig. 0.2: Conceptual notions: The ‘Spaceship’ has landed. View of the Far East Bank from the Marlboro Gautrain Station with Alexandra Township in the distance. 2012.

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GLOSSARY Buffer Zones: Judin, H. & Vladislavic, I. 1998. 19: The Native Affairs Department laid down as a general rule that locations were to be separated from areas occupied by other population groups by buffer zones 500 yards wide, and from all other external boundaries by buffer zones 200 yards wide, unless such external were main roads, in which case the zones were to be 500 yards for a national road and 300 yards for a provincial road. Rows of trees could be planted in buffer zones, but the land could not be developed. These buffer zones are still evident in Alexandra today (see Fig. 3.1 p34). Everyday Collisions: Is a term I use to describe the multitude of basic interactions that occur everyday. Passing someone on the street, giving R5 to a parking attendant, asking a shop assistant for help, etc. Most of these ‘collisions’ happen subconsciously. The more collisions that happen, the richer the urban experience. Creativity: 1. the state or quality of being creative. 2. the ability to create meaningful new forms, etc.; originality. 3. the process of using creative ability. (The Free Dictionary [sa]).

Hostel: Judin, H. & Vladislavic, I. 1998. 23: The apartheid government provided single-sex housing for African migrant workers. Under influx control regulations, Africans were not allowed to remain in urban areas without official permission and were restricted to particular spaces, of which the hostel is the most infamous. Migrant families were not allowed to accompany them. Hub: A center of activity or interest; a focal point. (The Free Dictionary [sa]). Informality: London School of Economics and Deutsche Bank's Alfred Herrhausen Society. 2007: Informality can not be approached as a specific form of ‘lawlessness’ but we have to understand urban informality as a form of development, as metropolitan urbanisation under the condition of globalisation. Informality means not a given state but a process of continuous shifting between deformalisation and reformalisation. The informal economy should not be read as social disorganisation or anarchy; it has its own institutions and forms of regulation. Its settlements for shelter, living, spaces of inclusion and interpersonal integration. Loose Space: *Space which is being used for a purpose that it wasn’t originally conceived, designed, zoned or intended for.

Porous Edges: An edge of a building or space that has many access points. Opens up to the public and allows penetration throughout varying positions along its length.

Spaza Shop: Judin, H. & Vladislavic, I. 1998. 29: Few shops were allowed to operate in the townships and not a single supermarket chain opened branches to serve black customers in their neighbourhoods. Squatter/informal settlements were not considered suitable for any kind of commercial enterprise. Spazas, small shops usually run from people’s houses, evolved informally to supply packaged goods which would otherwise have had to be purchased kilometres away in white centres.

Rea Vaya: Meaning “We are going”in SeSotho (Designing South Africa [sa]). The name given to the Bus Rapid Transit system in Johannesburg.

Urban Agriculture: Farming on a small scale, usually subsistence farming, using open pockets of unused and / or available land in urban settings.

Sacred Space: A non-denominational space for pause and spirituality. Due to the multi-cultural and multi-religious nature of the residents in the Far East Bank, this would be a space that all the different religions could use.

Zone of Inclusion: See Image below. Neutral space belonging to everyone. This area can GROW over time through the evolution of design in all its forms and perceptions.

Mapping: The process taken to understand the context through site investigations, aerial photography and use of the municipality website for information. The gathering of both quantitative and qualitative information.

Shack: Name used by South Africans for an informal dwelling. Usually made out of corrugated iron sheeting or any other found or discarded objects to create shelter. Social Connectors: Parts of the city which bring people together for some kind of social gathering. Places like transport hubs, restaurants, bars and places of worship.

INFORMAL

FORMAL

The ‘grey’ area or ‘ZONE OF INCLUSION’ Fig. 0.3: Zone of Inclusion Diagram

ABBREVIATIONS Alex ANC ARP APTC ARMSTA ATA BRT CBD CoJ Ext GALXCOC GCRO GFIP GP GRRL ITP Joburg JSE NMT Pan PPP PUTCO RDP RSDF SDF TOD UDF UN WSSD

Alexandra African National Congress Alexandra Renewal Project Alexandra People's Transport Committee Alexandra-Randburg-Midrand-Sandton Taxi Association Alexandra Taxi Association Bus Rapid Transit Central Business District City of Joburg Extension Greater Alexandra Chamber of Commerce and Industries Gauteng City-Region Observatory Gauteng Freeway Improvement Program Gauteng Province Gautrain Rapid Rail Link Integrated Transport Plan Johannesburg Johannesburg Stock Exchange Non-Motorised Transport Pan Africa Shopping Centre and Taxi Rank Public Private Partnership Public Utility Transport Corporation Reconstruction and Development Programme Regional Spatial Development Framework Spatial Development Framework Transport Oriented Development Urban Development Framework United Nations Walter Sisulu Square of Dedication

the crossing At this point, the Jukskei River flows below, the Gautrain tracks soar above, and Far East Bank Drive dissects them. Spatially, this meeting of ecology and infrastructure, unofficially denotes the â&#x20AC;&#x2DC;backdoorâ&#x20AC;&#x2122; entrance into Alexandra.

Fig. 0.4: Spatial entrance into the Far East Bank of Alexandra along Far East Bank Drive. 2012.

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LIST OF FIGURES Fig. 0.1: Aerial photo Fig. 0.2: Conceptual notions: The ‘Spaceship’ has landed Fig. 0.3: Zone of Inclusion Diagram Fig. 0.4: Spatial entrance into the Far East Bank of Alexandra 01: INTRODUCTION Fig. 1.1: Locality maps of site Fig. 1.2: Photo taken at dusk Fig. 1.3: Local residents walk through the site Fig. 1.4: Photo taken from the Gautrain station Fig. 1.5: Panoramic view of the proposed site Fig. 1.6: Aerial photograph of proposed site Fig. 1.7: Figure ground of proposed site Fig. 1.8: Loop process of methodology Fig. 1.9: Sequential photographs taken from the Gautrain Fig. 1.10: Conceptual ‘bridging’ connections 02: CONTEXTUAL ANALYSIS Fig. 2.1: Sketch depicting connections Fig. 2.2: Proximity plan Fig. 2.3: Gautrain map Fig. 2.4: Transport network Fig. 2.5: Urban mapping indicating public facilities Fig. 2.6: Site mapping indicating public facilities Fig. 2.7: Urban mapping indicating walkability Fig. 2.8: Site mapping indicating vehicular and pedestrian movement Fig. 2.9: Urban mapping indicating transport networks Fig. 2.10: Site mapping indicating vehicular and pedestrian movement Fig. 2.11: Urban mapping indicating activity hubs

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Fig. 2.12: Site mapping indicating activity hubs Fig. 2.13: Catchment, land use and diversity Map

28 29

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03: PREMISE AND RELATED PRECEDENT STUDIES Fig. 3.1: Aerial of Alexandra and surrounds Fig. 3.2: Original sign in Alexandra Fig. 3.3: Map of the Witwatersrand 1933 Fig. 3.4: Map of the Witwatersrand 1940 Fig. 3.5: Mandela’s Yard heritage site Fig. 3.6: Street life in the 1940s Fig. 3.7: Bus boycotts 1957 Fig. 3.8: Bus boycotts 1957 Fig. 3.9: Soccer pitch in front of M1 Hostel Fig. 3.10: 2001 Aerial of Alexandra Fig. 3.11: Aerial Photograph. 2003 Fig. 3.12: Aerial photograph. 2006 Fig. 3.13: Aerial photograph. 2009 Fig. 3.14: Land use Fig. 3.15: Aerial map Fig. 3.16: Centro de Acção Social por Music Fig. 3.17: Centro de Acção Social por Music Fig. 3.18: Centro de Acção Social por Music Fig. 3.19: Centro de Acção Social por Music Diagrams Fig. 3.20: Walter Sisulu Square Fig. 3.21: Melrose Arch Fig. 3.22: Nelson Mandela Square Fig. 3.23: Rosebank Boulevard Fig. 3.24: Square scale comparison Fig. 3.25: Early conceptual sketch

34 35 35 35 36 36 36 36 36 35 38 38 38 42 42 45 45 45 46 48 48 48 48 50 52

04: DEFINING THE BRIEF Fig. 4.1: Diagram of key role players Fig. 4.2: Site plan indicating programme Fig. 4.3: Section indicating programme

55 60 60

5 7 7 7 7 8 8 10 11 13

16 17 18 18 21 22 23 24 25 26 27

05: DESIGN EXPLORATION Fig. 5.1: Conceptual movement of cars, train, taxi’s and people. Fig. 5.2: Urban design strategy Fig. 5.3: 3D perspective down Club Street looking towards the Gautrain station Fig. 5.4: 3D perspective from the ‘crossing’ looking towards the site Fig. 5.5: 3D perspective looking up Laduma Street Fig. 5.6: Sketch of initial building massing on site Fig. 5.7: Non-motorised Transport Movement Fig. 5.8: Public transport Fig. 5.9: New connections Fig. 5.10: Public square Fig. 5.11: Edges Fig. 5.12: Scale Fig. 5.13: Sketch indicating proposed urban zoning Fig. 5.14: Sketch of initial building massing on site Fig. 5.15: Sketch of Jukskei River bank design with retention ponds and wetlands Fig. 5.16: Sketch of pedestrian bridge intersecting mass Fig. 5.17: Sketch of cross section with pedestrian bridge Fig. 5.18: Sketch of pedestrian bridge and mass Fig. 5.19: Conceptual sketch of mass and public square Fig. 5.20: Conceptual cross section Fig. 5.21: Conceptual cross section of screen along street edge Fig. 5.22: Process photographs of conceptual models Fig. 5.23: Process photographs of conceptual models

[

Fig. 5.24: Process photographs of conceptual models Fig. 5.25: Process photographs of conceptual models

83 85

65 66 67 67 67 68 71 71 71 72 72 72 73 74 74 74 74 75 76 76 76 77 81

06: FINAL PRESENTATION Fig. 6.1: Existing site aerial and contours Fig. 6.2: Proposed urban plan Fig. 6.3: Activity plan Fig. 6.4: Section AA Fig. 6.5: Lower Ground Floor Plan Fig. 6.6: Section BB Fig. 6.7: Upper Ground Floor Plan Fig. 6.8: Section CC Fig. 6.9: First Floor Plan Fig. 6.10: Section DD Fig. 6.11: Second Floor Plan Fig. 6.12: Technical Detail 01 Fig. 6.13: Technical Detail 02 Fig. 6.14: Photomontage at entrance through proposed square Fig. 6.15: Photomontage of Far East Bank Drive approach Fig. 6.16: Photomontage through proposed square connection Fig. 6.17: Photomontage of new pedestrian connection Fig. 6.18: Photomontage in the proposed square viewing towards the town hall Fig. 6.19: Conceptual models Fig. 6.20: Site context Fig. 6.21: Extent of architectural intervention Fig. 6.22: View looking up Far East Bank Drive

89 91 93 94 94 95 95 96 96 97 97 98 98 99 101 103 105 106 107 109 110 111

NOTE: All photographs and diagrams are by the author unless otherwise stated. All aerial photography was obtained from the Corporate Geo-Informatics Department af the City of Johannesburg unless otherwise stated.

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LIST OF FIGURES Fig. 6.23: Perspective along Far East Bank Drive Fig. 6.24: Intersection of Laduma Road and Far East Bank Drive Fig. 6.25: Proposed connection between Gautrain car park and proposed architectural intervention Fig. 6.26:View into proposed square Fig. 6.27: View into proposed square and connection to Gautrain 08: APPENDIX Fig. 8.1: Run down homes on the banks of the Jukskei River Fig. 8.2: Long drop toilet outside a church Fig. 8.3: View down 2nd Avenue Fig. 8.4: Retrieving post in Alexandra Fig. 8.5: Pathway along the Women’s Hostel and the Women’s Clinic Fig. 8.6: Local shoe mender Fig. 8.7: Local tailor Fig. 8.8: Local shebeen Fig. 8.9: Corner shop Fig. 8.10: Typical extension to main house Fig. 8.11: Local vendor Fig. 8.12: Lady using a communal tap Fig. 8.13: Communal taps Fig. 8.14: Local goats Fig. 8.15: Kings Theatre now closed Fig. 8.16: A well used, maintained and looked after park Fig. 8.17: The park is part of a pedestrian path along the Jukskei Fig. 8.18: Huge storm water channels Fig. 8.19: View down East Bank Avenue Fig. 8.20: Panoramic view of the entire area

111 113 114 115 116

123 123 123 123 123 123 124 124 124 124 124 124 124 124 124 125 125 125 125 125

Fig. 8.21: Blank walls Fig. 8.22: Pathway along the Jukskei Fig. 8.23: Typical Avanza taxi Fig. 8.24: Resident claiming external space Fig. 8.25: Typical modern home Fig. 8.26: Walls getting higher Fig. 8.27: View of the park and the RDP development behind Fig. 8.28: View down Violet Crescent Fig. 8.29: Storm water channel and Gautrain train Fig. 8.30: View of Sejwetla Informal Settlement Fig. 8.31: Panoramic view of the area Fig. 8.32: Cul-de-sac end of Violet Crescent Fig. 8.33: View of Sejwetla Informal Settlement Fig. 8.34: Panoramic view from the newly constructed pedestrian bridge Fig. 8.35: Open land Fig. 8.36: Modern homes in the middle of nowhere Fig. 8.37: Typical RDP houses Fig. 8.38: Local entrepreneurship Fig. 8.39: Residents have taken security into their own hands Fig. 8.40: View down Club Street Fig. 8.41: Once residents have tenure Fig. 8.42: Homes become billboards Fig. 8.43: Harold in his RDP house Fig. 8.44: RDP house doesn’t facilitate disabled people Fig. 8.45: Lots of building work Fig. 8.46: Installation of solar geysers happening Fig. 8.47: Advertising walls Fig. 8.48: RDP units modified Fig. 8.49: No-mans land Fig. 8.50: View from the Marlboro Gautrain Station Fig. 8.51: Visions of suburban aspirations

126 126 126 126 126 126 126 127 127 127 127 127 127 128 128 128 129 129 129 129 129 129 130 130 130 130 130 130 130 130 130

Fig. 8.52: The concrete platforms Fig. 8.53: Spaza shop Fig. 8.54: Growing their own vegetables Fig. 8.55: Storm water Fig. 8.56: Storm water Fig. 8.57: Learning to drum Fig. 8.58: Communal external cooking Fig. 8.59: Rastafari Church Fig. 8.60: Long drop toilet Fig. 8.61: Panoramic of some of the homes Fig. 8.62: Internal view Fig. 8.63: Vertical circulation Fig. 8.64: The underutilised taxi pick up and drop off Fig. 8.65: Lower ground entrance Fig. 8.66: View of the train Fig. 8.67: Covered platform with seating Fig. 8.68: In-active and responsive edge Fig. 8.69: Single entry Fig. 8.70: Pedestrian access Fig. 8.71: Overall view of the station Fig. 8.72: Tshepo Fig. 8.73: Harold Fig. 8.74: Kgwanyape family at their RDP home Fig. 8.75: Salome and children outside their home. Fig. 8.76: Jeffrey Mulaudzi Fig. 8.77: Sandile Mbatha Fig. 8.78: Informal traders Fig. 8.79: Internal street Fig. 8.80: Vast open square Fig. 8.81: An empty over sized space Fig. 8.82: Figure ground

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131 131 131 132 132 132 132 132 132 132 133 133 133 134 134 134 134 134 134 134 135 136 137 138 139 140 143 143 143 143 144

Fig. 8.83: Aerial map Fig. 8.84: View of the new square. Fig. 8.85: View of the old square Fig. 8.86: View down High Street Fig. 8.87: Figure ground Fig. 8.88: Aerial map Fig. 8.89: North facing facade of the square Fig. 8.90: General panoramic of the square Fig. 8.91: View towards the library Fig. 8.92: Figure ground Fig. 8.93: Aerial map Fig. 8.94: Rivonia pedestrian boulevard Fig. 8.95: Rivonia square Fig. 8.96: View from Gautrain Station Fig. 8.97: Figure ground Fig. 8.98: Aerial Map Fig. 8.99: Looking down West street Fig. 8.100: Taxi rank Fig. 8.101: Looking down West street Fig. 8.102: Nelson Mandela Square Fig. 8.103: Station Plaza Fig. 8.104: Entrance into the station Fig. 8.105: Entrance to taxi rank and parking lot Fig. 8.106: Taxi rank with informal food vendors Fig. 8.107: Pedestrian access Fig. 8.108: Parking lot for the gautrain Fig. 8.109: Population Density Per KmÂ˛ Fig. 8.110: Marlboro Station Development Framework for Region E - Plan 32 Fig. 8.111: Site Plan

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01 INTRODUCTION

"Everyone is an artist" Beuys, J., n.d. BrainyQuote. [Online]

Human beings must learn to apply their minds creatively thereby becoming an artist. The word ‘artist’ is used inclusively no matter the inclination and not exclusively for a select few (Rothfus [sa]). Just as expressed in this quotation by Joseph Beuys, this project’s intent is to dismantle the perceived notion of art and artists and insert it into everyday life. A place to cater for and enhance the day-to-day activities of the community but also to foster and nurture the ability to be creative.

CHAPTER SUMMARY: 1.1 Background 1.2 Research Questions 1.3 Site Selection 1.4 Methodology 1.5 Train Sequence

1.1 BACKGROUND Johannesburg has been segregated, fragmented and plagued by low density urban sprawl. City planners and transport engineers prioritised the private vehicle as the primary mode of transport and means of connecting different parts of the city. This single facet approach to town planning has been to the detriment of the city, as it hasn’t allowed for a homogenous, integrated, mixed-use city that can be enjoyed by all. Added to this approach, city planning during the apartheid regime physically segregated the city along racial lines, by the means of 'buffer zones' (see glossary). Over the last decade, in an attempt to update and upgrade the province’s transport network, the City of Johannesburg (CoJ), the Gauteng Province (GP) and the South African Government has used public funds to fund various transport infrastructural projects. These initiatives include the new Bus Rapid Transit (BRT) system (Rea-Vaya), the Gauteng Freeway Improvement Project (GFIP) and the Gautrain Project. Given this considerable financial investment, how can architecture take advantage of this situation? Alexandra is one the oldest urban townships (Bonner & Nieftagodien, 2008) in South Africa. Being over 100 years old it has survived many obstacles. At the height of apartheid, Alexandra was used as a dormitory town (Bonner & Nieftagodien, 2008) providing labour to the affluent suburbs of Sandton and the industrial zones of Wynberg and Linbro Park. Once situated on the periphery of Johannesburg, Alexandra is now located in the epicentre of Gauteng with large scale development surrounding it. This unique

Chapter 01: Introduction 3

geographical position gives it an advantage due to proximity of economic opportunities, amenities and good transport links. Due to the nature of the dormitory condition, an informal means of providing services and amenities has thrived to compensate for the lack of formal interventions. The same pattern has been perpetuated by new RDP development in the Far East Bank by providing housing only without any social, retail or commercial interventions. Cultural and socio-economic differences are part of the make-up of society. Through the introduction of the Creativity Hub and creation of a public space, this project is intended to create a ‘zone of inclusion’ where these differences can co-exist in a mutually-beneficial relationship.

1.2 RESEARCH QUESTIONS Given the financial investment of the Gautrain project and RDP development, The following questions are raised:

7. How can this hub be used to: 타 Create a platform for the community to exchange ideas,

network and showcase their work? 1. Which urban and architectural devices should be used to address the one-dimensional, reactive nature of these developments in a symbiotic relationship?

타 Create a link to access further education via workshops

and assistance to formal institutions? 타 Develop entrepreneurial skills?

2. How can the proposed intervention take advantage of and capitalise on the potential opportunities created by this infrastructure? 3. As part of addressing the one-dimensioned nature of the Gautrain, how could the precinct become a multi modal interchange, catering for different modes of transport including non-motorised transport? 4. Taking into consideration that the site is located on the edge/boundary with direct links to a diverse land-use and economic potential, how can these tools be used to create a place (built and unbuilt) that is meaningful, attractive, appropriate and mutually beneficial? 5. Could this become the new gateway into Alexandra, validating it as an intrinsic and important element of contemporary urban Johannesburg? 6. How can the correct placement of an architectural intervention contribute to a rich and vibrant urban experience, as well as stimulating future regeneration and economic growth?

1.3 SITE LOCATION

SOUTH AFRICA South Africa Boundary

Province Boundary

Gauteng Province Limpopo Province

North West Province

3 4

Mpumalanga Province Northern Cape Province

Free State Province

6 7

KwaZulu Natal Province Western Cape Province

Eastern Cape Province

The Marlboro Gautrain Station Precinct in the Far East Bank, Alexandra Extension 7 has been chosen as the site for this project.

Reasons for the site selection: 1. Located on part of a buffer zone which continues to perpetuate a sense of fragmentation and segregation 2. Many modes of transport intersect (Gautrain, taxis, vehicles and pedestrians) 3. High cost bulk transport infrastructure is in place (Gautrain and N3 Highway) 4. Ease of access to OR Tambo Airport, various CBDs (Johannesburg, Sandton, Rosebank and Pretoria), Midrand, and Centurion 5. A requirement for community infrastructure 6. The space to develop 7. Sits on the edge and therefore has a wide economic and land-use mix (see Fig. 2.9: Catchment Plan)

GAUTENG Gauteng Boundary Local Municipality Boundary 1

City of Johannesburg City of Tshwane

West Rand

Ekurhuleni Sedibeng

4 4

CITY OF JOBURG Alexandra Boundary Region Boundary

Chapter 01: Introduction 5

Region E Region A

Region B

3 4

Region C Region D

Region F

Region G

REGION E Region E Boundary Highways Gautrain Line

Site Midrand Gautrain Station

Marlboro Gautrain Station

3 4

Sandton Gautrain Station Rosebank Gautrain Station

Park Gautrain Station

Rhodesfield Gautrain Station O.R. Tambo Gautrain Station

2 2 N1 N3 3 M1

6 7

Fig. 1.1: Locality maps of site

The figures 1.2 to 1.5 indicate how the proposed site is used in a variety of ways. Figure 1.2 was taken at dusk, when the locals had gathered some old tyres and set them alight in order to get some warmth as temperatures began to drop. Figure 1.3 shows how the local residents walk through the site from the adjacent RDP development towards Marlboro Drive and vice versa.

Fig. 1.2

Figure 1.4 was taken from the Gautrain station looking west. The contrast is evident between the giant structure of the station and parking lot with the adjacent RDP development. Alexandra in seen in the distance. Figure 1.5 is a panoramic view of the proposed site. Local children play soccer and many pedestrians walk across the site to their destinations. Fig. 1.4

Fig. 1.5

Chapter 01: Introduction 7

Fig. 1.3

1 Marlboro Gautrain Station 11

22 Gautrain Parking Lot 33 Far East Bank, Extension 7 1

44 Site 5

Marlboro Gardens Private Residential Houses

Juks

Jukskei River

Foo

Storm Water Channels

e Driv

ll St

tba

Violet

Proposed Site Gautrain Boundary

ave

t Ba

Cres

a dum

Eas

RDP Development

4 Far

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Zinnia

iver

Marlboro Gautrain Station 2

Wind Rose Wind Speed Avg (m/s) @ 10m

Fig. 1.6: Aerial photograph of proposed site

Juks kei R

um Lad

bal

rive

l St

Ban

t Foo

ast

Violet

4 E Far

Cres

Zinnia

2015-20 10-15 5-10 4-5 3-4 2-3 1-2

iver

Fig. 1.7: Figure ground of proposed site

1.4 METHODOLOGY From the outset of this dissertation the intension was clear that the architectural intervention would be nestled within the Marlboro Gautrain Precinct. The apparent forced relationship between the Gautrain and the surrounding RDP development (both being new forms on the landscape driven by government intent) was both intriguing and challenging. An attempt was undertaken to design an architecture that bridges the divide between these two diverse socio-economic and cultural groups .

The scale difference of the fine grain, low density, low rise RDP units of Far East Bank versus the mass block of the Gautrain Station and parking lot made it difficult to understand. This prompted a comparative case study investigation of four public squares / spaces / places in Johannesburg, which had some relationship with transport. Using the aforementioned theorists a checklist was formulated to evaluate the sites. See Section 3.3 and Appendix C.

The initial premise was that these two world extremes needed to be approached and understood before any attempt at an intervention could be designed. This led to an initial phase of trying to understand the context via numerous site visits over an initial period of approximately two months. These site visits were conducted on guided tours (some formal and some impromptu by eager residents), a bicycle tour, walks, train rides and by car trips. This resulted in a series of Mappings (Chapter 2), Photographic Studies (Appendix A) and Conversations (Appendix B). At this point no programme for the intervention was decided upon, but the beginnings had started to emerge.

At this point, an architectural programme was being formulated. Itâ&#x20AC;&#x2122;s aim was to relate to the needs of the community, while also responding to the potential of the Gautrain. Understanding the various role players and formulating a design brief began. Design exploration through drawing and physical model building pushed the design until a final site and programme was decided upon.

During this time, background research into Alexandra was conducted and an engagement with urban theories began. Sources such as Dewar, D & Uytenbogaardt, R., 2006; Urban Think Tank, Jan Gehl and Transit Orientated Development were explored. Various precedents were looked at, including local and international projects.

Chapter 01: Introduction 9

The act of model building and sketching are intrinsic to the design process. Sometimes combining them together. Recording the process and evolution is critical (see section 5.4.2). The use of the aerial gives the concept model scale.

Fig. 1.8: Loop process of methodology. Conceptual drawing into three dimentional form back into two dimensional collage.

1.5 TRAIN SEQUENCE These series of photographs were taken with a cell phone on a train trip from Sandton Station to Marlboro Station. The view from the train shows a nondescript uniform sea of small mostly single storey RDP houses. There are no defining landmarks besides the man-made landfill hill in the background and electricity pylons. Substantial stretches of open land feature in the foreground.

Chapter 01: Introduction 11

Fig. 1.9: Sequencial photographs taken fromthe Gautrain looking at Extention 7. 2013.

1.6 CONCLUSION This chapter broadly introduced the main issues and context that will be dealt with in this project. The two main elements are the RDP development in Far East Bank extension 7 and the Marlboro Gautrain Station. These two seemingly opposed conditions, provide a starting point for the project. Juxtaposed with each other, the ambition is to create a new urban and architectural public typology that bridges the strengths to create a symbiotic response. This bridging happens on many levels: Ÿ between the existing Marlboro Gautrain Station and the direct community in Extension 7 Ÿ between the station and its neighbouring neighbourhoods (see figure 2.13) Ÿ between Extension 7 and Marlboro Gardens across the Jukskei River Ÿ between Extension 7 and its relationship back into the heart of Alexandra Ÿ Between ecology (Jukskei River, open land), infrastructure and people Chapter two takes an in depth look into Alexandra and its immediate surrounds in order to gain an understanding of this place and attempt to extract what will be the most appropriate urban and architectural response. In programme, form and connections (physical and visual). Chapter two is meant to be read in conjunction with Appendix A and Appendix B. All the findings from these appendices are embedded in the mappings.

Chapter 01: Introduction 13

Fig. 1.10: Conceptual ‘bridging’ connections.

02 CONTEXTUAL ANALYSIS

CHAPTER SUMMARY: 2.1 Provincial Mapping 2.2 Context Mapping 2.3 Conclusion

Fig. 2.1: Sketch depicting the edge of the train tracks, the Laduma Road extension and an interlinking zone between them.

2.1 PROVINCIAL MAPPING In the early 1900s Alexandra was never a highly sought-after area due to its distance from the Johannesburg CBD. Moving forward 100 years, and the situation has reversed. Due to growth, urban sprawl, decentralisation of the Johannesburg CBD and the invention of the private motor car, Alexandra is located in the centre of Gauteng.

City of Tshwane

Proximity Plan: This plan shows the proximity to Sandton, Johannesburg CBD and Bedfordview. This proximity to economic opportunities and services is a huge advantage over other RDP developments which are usually situated on the periphery of urban development due to lower land costs. Transport Network: Alexandra is located between the M1 and N3 Highway which links to the N1. With the addition of the Gautrain, Alexandra’s Far East Bank Extension 7 is one of the best located RDP developments. This has been confirmed by the estimated property value of each home to be approximately R500,000 (see conversation with Ward Councilor Darren Bergman in Appendix B).

Pretoria [43km]

West Rand Lanseria

Diepsloot

Fourways [14km]

City of Johannesburg Krugersdorp

Marlboro Station is the connection between OR Tambo, Park Station and Pretoria. Strategically this means that the Far East bank could become the ‘bridge’ into Alexandra bringing investment and economic opportunities.

2 5k

50 km

Kempton Park

Sandton [6km]

OR Tambo Benoni Bedfordview Boksburg Johannesburg Soweto [30km]

Alberton

Lenasia

City of Ekurhuleni

Sedibeng

Fig. 2.2: Proximity Plan

Chapter 02: Contextual Analysis 17

Hatfield

Metrorail Link

Pretoria

Metrorail Link

N1 to Polokwane Main City Major Towns Airports Gautrain Stations

Centurion

Proposed Site Gauteng Boundary

Midrand

Local Municipalities Road Network

Rhodesfield ar

M Sa

Road Extension

N4 to Rustenburg

Gautrain Line Direct Distances

OR Tambo Airport

se rk

Pretoria

Hatfield

Distance Rings

N4 to Nelspruit

Centurion

Metrorail Link

Fig. 2.3: Gautrain Map (www.gautrain.co.za)

Midrand

Sandton Rosebank

N14 to Upington

Marlboro Rhodesfield OR Tambo

Park Station

N12 to Potchefstroom

N3 to Durban

Fig. 2.4: Transport Network

N1 to Bloemfontein 18

2.2 CONTEXT MAPPING 2.2.1 Public Facilities (Figures 2.5 and 2.6) In figure 2.5 it is evident that most of the facilities and amenities in Alexandra are concentrated around the ‘traditional’ section towards Louis Botha Avenue. There are few formal facilities and amenities for the local residents within the 1.5km radius of Extension 7. These residents have therefore resorted to opening informal trades and services around their homes in order to cater for these needs. In figure 2.6 the RDP housing and the extensions are indicated. East of the proposed site is the Gautrain station. In and around this station there has been no development for facilities that could cater for the commuters. This further strengthens the need of a centre to cater for the local residents and commuters utilizing the Gautrain. 2.2.2 Walkability Map (Figures 2.7 and 2.8) Walking is by far the most predominant form of mobility in Alexandra, yet in urban and architectural terms it is the least catered for (refer to photographic study in Appendix A) and thought-through mode. Infrastructure and services were planned and developed without any consideration for the people living in this environment. More effort (in research, design and economic terms) needs to be invested in this field of mobility. As observed on site (refer to Appendix A), discussions with residents (see Appendix B) and contemporary urban theory (Gehl, 2010), the order of mobility hierarchy should be: 1. Pedestrians 2. Cyclists

Chapter 02: Contextual Analysis 19

3. Public Transport (taxi’s, busses, rail etc.) 4. Private Cars 2.2.3 Transport Networks (Figures 2.9 and 2.10) Transport in Alexandra is fairly simple. The network consists of: LOCALLY: •Two taxi ranks (Pan Africa and Freedom Square) Pan Africa services all taxi routes going out of Alexandra. Operated by the ARMSTA. Freedom Square services only local trips with the boundaries of Alexandra. Operated by the ATA. •The Marlboro Gautrain Station links to all seven stations available without having to change trains. •Both Putco and Metro bus services travel along Louis Botha Avenue. •The Rea Vaya BRT is proposed to travel to and from Soweto, along Louis Botha to Pan Africa. From Pan Africa it will go to Sandton. INTERNATIONALLY: •Close links to OR Tambo and Lanseria Airports (±33km). 2.2.4 Activity Hubs (Figures 2.11 and 2.12) Activity hubs are places that attract large volumes of people which in turn creates a lot of activity and a large variety of goods at a range of economic levels. The bigger the hub the more opportunities exist and the larger the choice users have. These hubs mostly align themselves with mobility routes. Taxi and pedestrian movement go hand-in-hand, feeding off each other.

In order, the biggest Activity Hubs found in Alexandra are: 1. Transport Interchanges (Taxi Ranks): Taxi ranks in Alexandra attract huge amounts of formal and informal activity. Pan Africa Shopping Centre and Taxi rank is by far the biggest (in physical size, number of people and mixed nature of retail opportunities). Freedom Square is next but doesnâ&#x20AC;&#x2122;t have the same amount of activity as it caters for local taxis within Alexandra. 2. Specifically Programmed Buildings: Buildings like clinics, educational facilities, civic/comminity institutions, religious buildings and stadiums. Although it is worth noting that a lot of these buildings have massive peaks and troughs of activity depending on the day of the week and time of day. Having a spaza shop next to a school is probably a good idea, but if it was only open at night it might not be so successful. 3. Bridges: This includes bridges over both roads / highways and rivers. In Johannesburg, 33% of all journeys are made by foot.* Bridges are natural pinch points for pedestrians. Informal entrepreneurs take advantage of these routes, setting up little tables to sell their goods. 2.2.5 Catchment Area (Figure 2.13) The potential of the Marlboro precinct to attract a full range of users is vast. In order to find an appropriate architectural response, this mix needs to be understood and then catered for. The diverse land use within a three kilometre radius is illustrated in the followings maps.

1. Strategic location: In both its micro and macro locations, the precinct is central to and has easy access to Johannesburg and Gauteng. 2. Transport infrastructure: It is wedged between the N3 highway and the GRRL. The combination cost of these two investments alone made by the city runs into billions of rands. The M1 highway is just three kilometres down the road. BRT system proposals have been accepted and are in the process of being implemented. 2. Space to densify and grow: Besides the big open space of Bergvallei Farm which can create a whole new town centre, Linbro Park, Kelvin, Marlboro Gardens and Modderfontein all have space to increase density through residential and mixed use development. 3. Mixed-land and economic uses: There is a rich mix of economic ranges and densities. From residential, office, light industrial and parkland. TAXI - GAUTRAIN COST - TIME* COMPARISON DESTINATION Local JHB CBD Sandton Rosebank Midrand Pretoria Soweto(from JHB CBD)

GAUTRAIN** 12min R25 4min R20 8min R22 6min R23 23min R40 -

TAXI*** R6 R11 22min R12 10min R12 14min R12 17min R25 44min R10 31min

*Measured in minutes **Leaving from Marlboro Station ***Leaving from Pan Africa. Calculated using Google Maps. Therefore stopping for commuters and traffic not taken into account.

Police Stations Municipal Office Buildings Metro Police Magistrate Court Health Care Educational Libraries

1.5

Community Centres Formal Sporting Facilities Religious Buildings Hostels Transport Facilities Formal Shopping Centres Shopping + Transport

3k m

Heritage Buildings Heritage, Religious + School Jukskei River

Highways

5k m

Heritage + School

Main Road Network Site

Fig. 2.5: Urban Mapping indicating Public Facilities

250

500

1000m

Chapter 02: Contextual Analysis 21

Transport Facilities Parking (Formal) RDP Housing Extensions done by residents Light Industrial Educational Residential (Private) Retail Jukskei River Site

Fig. 2.6: Site Mapping indicating Public Facilities

1 Site 2 Freedom Square Taxi Rank 3 Pan Africa Taxi Rank

4 Major Intersection 5 Informal Settlement 6 Eastgate 7 Frankenwald

8 Entry in Alexandra

1.5

Pedestrian Bridge

Pedestrian Route

Route Extension

Walking Distances: 1 to 2: 2.8km (±40min walk) 2 to 3: 1.9km (±27min walk) 1 to 4: 1.0km (±15min walk) 1 to 5: 1.1km (±16min walk) 1 to 6: 2.1km (±31min walk) 1 to 7: 1.2km (±17min walk) 1 to 8: 1.9km (±27min walk) 1 to 9: 1.1km (±16min walk) 8 to 9: 2.6km (±37min walk) 8 to 7: 3.2km (±46min walk)

Louis Botha Avenue

Fig. 2.7: Urban Mapping indicating Walkability

500

1000m

Chapter 02: Contextual Analysis 23

5 4

Direct Distance Ring 750m Direct Distance Ring 1.5km

250

4 (±

lk)

)

k al

Pedestrian + Vehicular Bridge Vehicular Bridge

(±2

9 Kelvin

Main Vehicular Movement Secondary Vehicular Movement Main Pedestrian Movement Secondary Pedestrian Movement Proposed Site Active Intersection

Fig. 2.8: Site Mapping indicating Vehicular and Pedestrian Movement

Marlboro Gautrain Station Freedom Square Taxi Rank Pan Africa Mall & Taxi Rank Highways Main Road Network Road Network

Marlboro Drive Interchange (N3)

Gautrain Line Main Arterials and taxi Jukskei River Site Please note: Both Putco and Metro bus services travel along Louis Botha Avenue.

Marlboro Drive Interchange (M1)

The Rea Vaya BRT is proposed to travel to from Soweto, along Louis Botha to Pan Africa. From Pan Africa it will go to Sandton.

Grayston Drive Interchange (M1)

Louis Botha Avenue

London Road Interchange (N3)

Fig. 2.9: Urban Mapping indicating Transport Networks

250

500

1000m

Chapter 02: Contextual Analysis 25

Main Mini-bus Taxi Route Gautrain Bus Feeder Route to Linbro Park

Marlboro Driv

Gautrain Train Route Proposed Site

tB as rE

Fa ive Dr

Fig. 2.10: Site Mapping indicating Vehicular and Pedestrian Movement

Pedestrian bridge

Highways Main Road Network Major Movement Flow Jukskei River Activity Hub Intensity Rings

Pedestrian bridge

Site

Far East Bank Drive pinch Informal soccer pitch

Gautrain Station

Marlboro Drive Interchange (N3)

Marlboro Drive Interchange (M1)

New pedestrian bridge over 1st Street

1st Street & Far East Bank Drive

Main pedestrian bridge & link to Sandton

Womenâ&#x20AC;&#x2122;s Hostel

London Road Interchange (N3) Freedom Square

Grayston Drive Interchange (M1)

Pan Africa Mall & Taxi Precinct

Menâ&#x20AC;&#x2122;s Hostel

London Road & 1st Avenue

Fig. 2.11: Urban Mapping indicating Activity Hubs

250

500

1000m

Chapter 02: Contextual Analysis 27

Major Movement Flow Activity Hub Intensity Rings

Marlboro Driv

Proposed Site

Informal traders under train tracks

Informal mini-bus taxi pick-up and drop-off

rE Fa k an iv Dr e

Fig. 2.12: Site Mapping indicating Activity Hubs

Open Land Landfill

Buccleuch

Small Holding Residential Suburban Residential Township Residential

Buccleuch

Woodmead (Retail+Commercial+ Residential)

RDP Residential Modderfontein

Informal Settlement Frankenwald

Bergvallei Farm

Light Industrial

lk]

Office Park - Commercial

Site s

diu

Jukskei River m

[Âą4

3km Catchment Ring Highways

a nw

Kelvin

Wendywood

Main Roads Gautrain Route

Gautrain Station

Eastgate

Linbro Park Far East Bank Sejwetla Landfill

Marlboro Gardens

Marlboro South East Bank

Wynberg (Light Industrial)

Alexandra

Freedom Square [Taxi Rank] Pan Africa [Transport Interchange + Retail]

Fig. 2.13: Catchment Land Use and DiversityMap

Chapter 02: Contextual Analysis 29

Long Meadow (Light Industrial +Commercial)

2.3 CONCLUSION Public Facilities: As seen from the distance rings, the closest public facility to the site is 1.5km away. The closest place to do shopping is around Pan Africa which is 4.5km away. This highlights the single programme nature of the RDP development. As it provides houses only. The need for mix-use development including a place to get the essentials would be crucial to future growth.

Activity Hubs: The activity hubs happen where the transport nodes occur, where bigger public facilities are placed and where infrastructure connects. At Pan Africa, all of these occurrences happen. All this activity exists in the Far East Bank further motivating the site choice. The intervention will have to cater for the ‘everyday’ items as well as the ‘special’ programme.

Walkability Map: Due to the relatively high cost of mini-bus taxis, walking is common practice in Alexandra although very little infrastructure is dedicated to pedestrians. Movement along the Jukskei River is a vital link. The berms of the Gautrain become a physical barrier that creates a pinch point of movement when it crosses Far East Bank Drive. The site is ideally situated to pick up on this traffic and make a connection with Marlboro South over the river.

Catchment: At the moment there is little interaction between Alexandra and the other neighbouring suburbs as there is nothing to attract any would-be visitors. This creates an opportunity to attract and engage with the neighbours. They would add to the diversity and provide economic growth. The hub should provide services and amenities to attract both commuters and people from outside Alexandra.

Transport Networks: All the mini-bus taxis that operate in the Far East Bank are local. That means if any residents need to leave the boundary of Alexandra, they have to get to Pan Africa Mall. This is inconvenient and costly, further motivating a multimodal interchange. A BRT feeder route linking the rest of Alexandra to the proposed station on Louis Botha Avenue. Getting to the site by car is efficient due to the highways. This further promotes Marlboro Station as a base from which to take the train to any of the CBD’s or airport. It is at the change of mode that the hub can take advantage.

Key Point Summary: Ÿ Multi-modal transport. Many different modes of transport coming together in one interchange. Ÿ Services, facilities and amenities are all required both everyday and for non-routine events Ÿ .

03 THEORETICAL PREMISE

This chapter provides the historic and theoretical context for the process of conceptual thinking which manifests itself in the design proposal. The various themes explored are: 1. Understanding the context through a historic and contemporary look at Alexandra. 2. Transport Orientated Design. 3. Current urban and architectural strategies that contribute to urban living. A field study on four public spaces in Johannesburg was undertaken. A check list of various items was compiled on the theoretical findings to score the various squares. This information was then used as a benchmark to assess the proposed site for this project. Five precedents were then analysed, each with a specific urban and/or architectural particular characteristic / lens which relate back to the above texts. All five themes are present in the formation of the architectural project. A conclusion was then drawn up summarising the lessons learnt and compiling a list of principles that will be taken forward and used in the design process.

CHAPTER SUMMARY: 3.1 Understanding Alexandra 3.2 Transit Oriented Development 3.3 Vibrant, Creative and Accessible Urban Public Places 3.4 Case Study 3.5 Conclusion

3.1 UNDERSTANDING ALEXANDRA: 3.1.1 Historic Context: 100 Years of Alexandra and the Spacial Legacy of Apartheid Planning The year 2012 marks two important centenaries – the African National Congress (ANC) and Alexandra Township. Alexandra was known as the 'Dark City' for many years due to the fact that there weren't any street lights, electricity or sewerage systems. (Brodie, 2008)

After the riots in June 1976, urban black people were no longer considered temporary residents and their permanent status was recognised. This culminated in Alexandra being given official status as a residential area in 1982. The Alexandra Liaison Committee, led by Reverend Sam Buti, was instituted to run the township. (Bonner & Nieftagodien, 2008)

Alexandra is one of the oldest urban townships in South Africa. It was established in 1904, and in 1912 it was proclaimed a Native Township, just before the 1913 Land Act. This meant that Alexandra was one of the few urban areas where black people could own land. Mr Papenfus made plots available for sale to black people after failing to develop Alexandra into a white township, due to it being, at the time, located too far away from the city centre. Mr Papenfus named the district after his wife, Alexandra. (Bonner & Nieftagodien, 2008)

In February, 1986, 40 people were killed in the '6 Day War'. (Bonner & Nieftagodien, 2008)

In 1948 the National Party won elections and Alexandra fell under the Department of Native Affairs under HF Verwoerd. Strategies proposed were to reduce the population, control movement and expropriate freehold property. (Bonner & Nieftagodien, 2008)

In 1994, South had its first democratic elections, and Nelson Mandela became president. This created a great sense of pride in Alexandra as he was once a resident there. (Bonner & Nieftagodien, 2008)

Alexandra was meant to be demolished on a few occasions but for various reasons it never was. (Bonner & Nieftagodien, 2008)

Alexandra is congested, especially along the West Bank. There are also high levels of unemployment (said to be around 60%) and associated crime. In 2001, the Alexandra Renewal Project was launched in the hope of improving this situation. Large amounts of money have been allocated to the ARP with a mandate ranging from housing to “installing a culture of civic pride”. (Bonner & Nieftagodien, 2008)

In 1957 the Bus Boycotts started. Boycotts were held to stop increase in fare. This resulted in some 60,000 people walking to work. Attendances at municipal beer halls were also boycotted and wage negotiation of £1 per day was fought for. (Bonner & Nieftagodien, 2008) In 1960, a decision was made to demolish family accommodation and replace it with single sex hostels. This led to a massive protest. In 1979 this scheme was abolished, due to high costs, lack of alternative housing and huge protest led by Reverend Sam Buti's Chapter 03: Premise and Related Precedent Studies 33

Save Alexandra Party. (Brodie, 2008)

Plans to turn Alexandra into a 'Garden City' were short lived with only a small portion of the master-plan being realised. (Bonner & Nieftagodien, 2008)

It is safe to say that Alexandra is many things. Two words that could be used to describe Alexandra are 'vibrant' and 'resilient'. In this project I hope to capture and enhance these qualities into meaningful spaces.

Site 1 Alexandra Township 2 East Bank 3 Land Fill Site 4 Cemetery 5 Marlboro Gardens Formal Green Areas Open Ground Indian Area Industrial Zone Alexandra Boundary East Bank Extension

Road Infrastructure

Fig. 3.1: Aerial of Alexandra and surrounds with the apartheid buffer zones

Jukskei River

250

500

1000m

Marlboro Gautrain Station Completed in time to the Fifa Football World Cup

Chapter 03: Premise and Related Precedent Studies

2002

2007

2012

2000

Fig. 3.10: 2001 Aerial of Alexandra

0 1 2 3km

1992

1937

1932

1927

Fig. 3.3: Map of the Witwatersrand 1933 (Museum Africa)

1990: Nelson Mandela is released from prison

1994: South Africaâ&#x20AC;&#x2122;s first democratic election. Abolition of apartheid.

1997

1922

1917

Proclaimed a Native Freehold Township

1912 Land Act passed

Alexandra is established

Fig. 3.2: Original sign in Alexandra (Museum Africa 1914)

1999: The All Africa Games starts on 10. September 1999. Tsutsumani Village was built as the Athletes Village, which was subsequently used as social housing. (7th All Africa Games 1999, 1999)

1904

Alexandra Township on the periphery of the city.

Fig. 3.4: Map of the Witwatersrand 1940 (Museum Africa)

Population boom: From 8-10,000 people to 45-50,000 people (Bonner & Nieftagodien, 2008)

Fig. 3.8: Bus Boycotts 1957 (Museum Africa)

Family home accommodation demolished Replaced by same sex hostels Cancelled in 1979

1967

1957

1952

National Party in Power â&#x20AC;˘Alexandra fell under the Dept. of Native Affairs

1972

1947 1977

Key player in the 1976 student resistance

1942 1982 1982: Alex is given official status as a residential area

1983: Alexandra was to be officially given its own town council. Rev. Sam Buti becomes Mayor.

1986: Six Day War in Alexandra

1987

Population Doubled

Fig: 3.7: Bus Boycotts 1957 (Museum Africa)

1962

Fig: 3.6: Street Life in the 1940s (Museum Africa)

First hostel completed. Called M1 or Madala Hostel for men only.

Fig. 3.5: Mandelaâ&#x20AC;&#x2122;s Yard Heritage Site. 2012.

Fig. 3.9: Soccer pitch in front of M1 Hostel (Sally Gaulle: 2003)

3.1 UNDERSTANDING ALEXANDRA 3.1.2 Contemporary Post-Apartheid Alexandra Alexandra could be described as a vibrant place of density, complexity and diversity. As mentioned in a tour with Sandile Mbatha (see Appendix B), Alexandra is “Poor but vibrant”. Alexandra tends to be categorised and portrayed holistically in negative connotations as a haven of crime and urban degradation. To avoid falling into this generalisation, an in depth field study was undertaken to get a first hand sense of Alexandra, in an attempt to unravel some of the complexity. The ‘understanding’ of Alexandra and the Far East Bank has emerged from spending time in the context speaking to people that live, work and impact this context. The specific findings and results of this contextual interaction can be found in the appendix. It became apparent, in the field trips through Alexandra that there are at least six distinct zones (areas) with very unique characteristics. These zones have different characteristics due to time and circumstance (apartheid planning, ecology and economics). These zones (as mentioned below) were defined by the author. They are (see appendix A): 1. Traditional Alexandra 2. Suburbia Alexandra 3. Undeveloped Alexandra 4. RDP Alexandra 5. Rastafari Alexandra 6. Gautrain Alexandra During the walks and cycle tour, various characters were encountered (both formally in interviews and informally on the street)who all had something to say about the state of

Chapter 03: Premise and Related Precedent Studies 37

their environment. The essence of these discussions are captured in the appendix B. This process became a valuable insight, which in turn, informed a lot of the decisions made throughout the duration of this project. It especially informed the placement, scale, programme and reenforced the need to connect to Marlboro Gardens in an attempt to activate the area.

Marlboro Gardens

Far East Bank Extension 7, Alexandra

These three images map the progress of growth and the physical effects of the gautrain infrastructure. Marlboro Gardens: (Undeveloped Alexandra)

Far East Bank Extension 7 (RDP Alexandra)

2003: One single homogeneous suburb. Few homes sparsely arranged.

2003: Open ground.

2006: A few more houses have been built but not a huge amount of development.

2006: Construction of the RDP units and road infrastructure is well on its way.

2012: Arrival of the Gautrain. The berms carrying the tracks cut this portion of Marlboro Gardens into a third. Very little growth of private property in anticipation of the Gautrain. The berms physically force all movement (pedestrian and vehicular) in-between them.

2012: Both the RDP development and the Gautrain Station have been completed.

Fig. 3.11: Aerial Photograph. 2003.

2003

Fig. 3.12: Aerial Photograph. 2006.

2006 the â&#x20AC;&#x2DC;Crossingâ&#x20AC;&#x2122; (see Fig. 0.4 on page xii)

Fig. 3.13: Aerial Photograph. 2009.

2012 38

3.2 TRANSIT ORIENTED DEVELOPMENT (TOD) 3.2.1 General Overview Introduction: TOD is a fairly new and an unknown method of urban development in South Africa but has been used, researched and adopted extensively in North America, Europe, China and Australia; while being financed and implemented mostly as Public Private Partnerships (PPPs) (Altoon & Auld, 2011). Through research into this topic, various names/terms have been used suggesting slightly varying intentions. For this essay (and project) the abbreviation of 'TOD' is used. Defined as Transit Orientated Development as the basic collective and over-riding term. Some of these names (which are all rooted in the same notions) include: Transit Focused Development Transit Based Development Transit Supportive Development Transit Adjacent Development Transit Environment Development Transit Inducing Development Transit Villages Transport Orientated Development (Altoon & Auld, 2011) All of these names refer to the same basic over-riding principles which are an important starting point for this project and its context with specific reference to maximising and taking advantage of: •Huge investments into public transport infrastructure (GRRL and GFIP) already spent •Future proposals extending the BRT Rea Vaya bus network through to Alexandra

Chapter 03: Premise and Related Precedent Studies 39

•Strengthening urban connections Definition of Transit Oriented Development: There is no singular or clear definition. So, for the purposes of this essay following definition will be used: A method of urban development which prioritises (in equal measure) the following: •Transit/mobility •Broad land use and zoning classifications •Place making •Densification •Mixed use development including social and community amenities (Dittmar & Ohland, 2004) It consists of: •A compact mixed-use community, centred around a transit station that by design invites residents, workers and shoppers to drive less, ride mass transit more and promotes pedestrian and cycling as a preferred means of transport. •Higher density of residential and mixed used developments built at the node and along transit corridors. •Concentration of development to happen within a general radial distance of 400–500m from the rail transit stations. •Main aim of improving the livability of the city as a whole. (Dittmar & Ohland, 2004) General Principles and characteristics of TOD The following principles include the over-riding fundamentals which are common in most (if not all) the various subtle differences. •Multi-modal stations at the core of the development

•The pedestrian takes priority over all other modes of transport •High residential and employment densities (this requires varied mixed use and mixed income opportunities) •Densities (residential and amenities) to be located within a 400 – 500m walking distance •Land-use and transport decisions are directly linked to and with each other •Enhanced mobility and environment •Pedestrian friendliness •Alternative suburban living •Neighbourhood revitalisation •Public safety •Make public spaces the focus of building orientation and neighbourhood activity •24-hour time cycles of activities need to be considered (Dittmar & Ohland, 2004), (Altoon & Auld, 2011), (Duany, et al., 2010)

in Johannesburg hasn't been compiled is testimony to the chaotic nature of the public transport system.

Below is a list of potential factors that may detract from TOD developments and possible downfalls if not implemented correctly: •Requires collaboration and participation by many stakeholders •Can be seen as an utopian vision as opposed to an intelligent incremental set of improvements and upgrading •A 'one size fits all' approach is sometimes taken •No guidelines or regulations to help planners / city officials / communities / professionals •TOD has to function as BOTH a regional 'node' as part of the larger urban context and at the same time become a 'place' of its own and respond directly to its specific community and environment (Dittmar & Ohland, 2004)

Challenges / Opportunities TOD requires forward planning from city development where these principles are in place before the development starts. We have a current situation in South Africa where our cities have grown sporadically without a single vision or plan. Now we have to take these principles and adapt and retrofit them to existing urban conditions and existing transport hubs. There is a huge opportunity to find localised solutions to our mobility problems. There needs to be more transparency, creativity and a united effort to get this implemented. The fact that a single 'map' of all the various modes of transport

3.2 TRANSIT ORIENTED DEVELOPMENT (TOD) 3.2.2 Precedent Study: Sandton TOD Precinct TOD in Johannesburg Location: Johannesburg, South Africa Date Completed: 2010 TOD Urban Designers: StudioMAS With the decentralisation and exodus from the inner-city CBD of Johannesburg to the northern suburbs, large amounts of rapid growth and urbanisation happened over a short period. Some of the major businesses include the Johannesburg Stock Exchange, Nedbank, Discovery and Investec. Due to this decentralisation, expansion and densification of the northern suburbs, mobility in and out of the area has rapidly become a serious problem. Th GRRL is meant to help alleviate a lot of this congestion and lack of an efficient public transport network. As part of the Gautrain proposals, the Sandton Station was proposed to become a TOD development. The principles during the conception of the station are set out below. TOD Principles used: •Must be a precinct provided with multiple mode choices Provide for various choices of public and private transport New transport modes should be explored, planned for and continuously included in SDFs, UDFs and ITP Modes must be physically and operationally integrated – to form 'layers of choice’ •Must have good access Balance mobility with activity Make trade-offs

Chapter 03: Premise and Related Precedent Studies 41

Ensure access for the mobility impaired Increase legibility – signage and urban design •Manage congestion - holistically and continually •Create a 'walkable' precinct Refine course grain (limit long and uninterrupted street blocks) – private developers to assist Sidewalks designed for ease of pedestrian movement Pedestrians protected against traffic Safe street crossings Adequate lighting Adequate options for weather protection •Manage precincts well (Sandton Central Precinct) Traffic management and law enforcement Infrastructure maintenance Streetscape management Safety and Security •Gautrain assisted in this cycle by bringing pedestrians to the streets Select people generating land uses High density Mixed use Trip generators and attractors Peak and off-peak activity •Maximise benefits of exposure to large volumes of international travelers •Marketing and branding of the TOD (Otto & Lochner, n.d.) See Appendix D for the Photographic Study of the station and surrounding context.

Sandton Convention Centre Municipal Office Buildings Health Care Art Gallery Libraries Commercial Offices Hotels Transport Facilities P

Formal Shopping Centres

C k)

Embassy Gautrain Station

Âą3

( us

)

alk

Residential Buildings

400

adi

us ( Âą

in w

T Taxi Rank G Gautrain C Cabs P Parking

Fig. 3.14

Land Use Shows the varied mixed land uses of buildings within the proximity of the Sandton Gautrain Station. The high density of people validate the need for a TOD development.

Fig. 3.15

Aerial Map Although the Sandton CBD is still reliant on the private vehicle, these new initiatives prompt a shift in both mind set and habit.

3.3 VIBRANT AND CREATIVE PUBLIC PLACES FOR PEOPLE 3.3.1 Vibrant Urban Spaces Adding value through quality public services (space and facilities) Based on the theories of David Dewar and Roelof Uytenbogaardt's book 'Creating Vibrant Urban Places to Live: A Primer' (Dewar & Uytenbogaardt, 2006). This essay refers to four headings in the book that were the most appropriate and specific to this project. This book was chosen to for its relevance to South African context and specific understanding of marginalised settlements. From spending time and walking the streets, interacting with residents of Alexandra, Far East Bank Extension 7 and talking to Neels Letter, head of Alexandra Renewal Programme (ARP) the RDP development has focussed solely on providing shelter for people at a low density. This section uses this book to create a selective guide to counter act the mono-functional aspect of this development in an attempt to create a rich and vibrant experience for the direct community, Gautrain commuters and broader catchment area (see fig: 2.037 – Catchment Area Plan). This project doesn't attempt to solve the issues around government social housing but does try to address some of the challenges faced by this specific development in Extension 7.

Chapter 03: Premise and Related Precedent Studies 43

1. Focus on achieving urban qualities, not simply shelter The roll out attempt of housing has been focused solely on providing adequate shelter. This is only part of the problem. The “real issue” is the requirement to facilitate the broader spectrum of human activities and requirements, both economically and socially. Built into this is the requirement for future growth and expansion in a manner that will enhance and improve the environment. These qualities are defined as space, place, choice, convenience and opportunity. An important note is that is the need for these environments the ability and capacity to provide opportunities for income generation. 2. Pedestrians, not cars, must take precedence The assumption that the majority of people will have access to car ownership is flawed and. This assumption has led to the urban design being determined by vehicular movement due to requirement that every site needs to be accessed by a car. The needs of the majority have to be addressed. The key is to maximise access not mobility. Density and intensity are imperative to sustain public transport and to satisfy the requirement that the most basic needs can be obtained by foot. Car-centric planning disadvantages the poor by 'trapping them in space', while the wealthier are subject to time consuming and frustrating trips confined in a car.

3. The public environment is key Public space is generally important, but due to limited resources of the poor, public space becomes critical due to these spaces becoming an extension of their private unit. If public space is 'undefined, unscaled and unpleasant' the individual units have little meaning, no matter how much capital is invested into them.

4. Programmatic dimensions of settlement making At its core, the provision of public places and community facilities must 'promote symbiotic functional relationships between different elements'. This relationship and combination between community facilities and public space is pivotal, due to the fact that community facilities 'make' public space. These facilities and spaces should be 'celebrated' as their impact will be felt greatest by the poor. These services should be places on the edges of communities to facilitate connections between communities. This works at economical and efficiency level as well, due to the bigger catchment and support of people.

3.3 VIBRANT AND CREATIVE PUBLIC PLACES FOR PEOPLE 3.3.2 Creative Spaces Combining various architectural programmes to create both a meaningful and functional place.

Fig. 3.16: Centro de Acção Social por Music (Urban Think Tank, n.d)

This section discusses the impact that the architectural hybrid programme of creativity, art, social infrastructure and spaces that is characteristic of Urban Think Tanks work. This will be expressed in a specific project 'Centro de Acção Social por Music' in São Paulo Brazil (DB, 2012). As part of their on-going research, Urban Think Tank developed a 'ToolBox' (Urban Think Tank, n.d.). This was developed for the Favela context of South America. Some of the relevant tools are discussed below:

Fig. 3.17: Centro de Acção Social por Music (Urban Think Tank, n.d)

Bio Resources: as the demand on services increases in an already strained grid, becoming self-sufficient is paramount. Buildings and space must generate power, rainwater harvest and deal with waste on site as much as possible. Form: copying the existing fabric and working with preconceived solutions from other cities just perpetuates the problems. New hybrid forms grown from the site specific networks are required to challenge the status quo and existing 'mono-cultural' organism. Go Vertical: the creation of dense social structures is important. Pack in as much programme as possible.

Fig. 3.18: Centro de Acção Social por Music (Urban Think Tank, n.d)

Local Growth: the direct opposite of the large rural agricultural farms. “Local, small scale and diverse”. It promotes socialising, helps with water retention, mitigates some pollution, and is attractive.

Chapter 03: Premise and Related Precedent Studies 45

Social Density: This refers not just to the amount of people in an area but the diverse range and mix of culture. This promotes conversations and diversity and creates various beneficial opportunities. It is important to integrate groups rather than having groups insulating and isolating themselves. Transportation: Access to the formal city with affordable and reliable public transport in order for economic and educational requirements is paramount. Centro de Acção Social por Music' in São Paulo Brazil Location: São Paulo, Brazil Date Completed: N/A Architect: Urban-Think Tank Architects Alfredo Brillembourg Hubert Klumpner For this precedent two items will be concentrated on the various components that make up this building and the programme. The following notes are adapted from an online publication (Urban think Tank, n.d.): Terraces: a hybrid solution between physical and social infrastructure. These terraces provide public space, establish lost connections across the site, and take care of water run-off and soil erosion. Public Ramp System: part of the inclusive design strategies to make the entire building and site accessible from top to bottom.

Urban Agriculture: turn the original void space into a productive landscape providing food as well as education for this to be implemented in other parts. Wetlands: use to catch, filter and retain water run-off. This water then gets used for irrigation and grey water uses, such as toilets. The wetlands improve the air quality while providing small areas for bird-life. Field, Performance Area: is a multi-purpose space used for outdoor performances, sport as well as a market space. It becomes the connection point from which the other spaces feed off.

Terraces

Public Ramp System

Urban Agriculture

Wetlands

Field, Performance Area

Music School

Intergration / Connection

Public Elevator

Site Access

Music School: used as both a school and a performance venue. Becoming a catalyst for social change as well as a beacon of what can be done, prompting a solution that adapted in other areas. Integration/Connections: both the landscape and building movement systems work together to create a clear pattern of movement to any part of the site or building. Public Elevator: allows anyone to negotiate the 25 meter height difference with ease and access any part of the building. Site Access: is limited due to the extreme gradient of the site. At the top is a road and below is a bus stop and turn around. Public can then use the lift and bridge to negotiate the height differences.

Fig. 3.19: Centro de AcĂ§ĂŁo Social por Music Diagrams (Urban Think Tank, n.d)

3.4 CASE STUDY: 3.4.1 Public Squares in Johannesburg - Introduction One can not mention squares without taking into account the notion of public space. Johannesburg has few meaningful, public spaces. Lots of time is spent inside privately owned enclaves of space (shopping malls, estates, business parks, universities). Due to factors like safety and priority given to transport planning, Johannesburg has lost a sense of the human scale and has therefore become a ‘harsh’ environment. Added to this, politics have used public space as a means of pushing an agenda. Lindsay Bremner defines a version of this: “One type of public space that has emerged since 1994 is understandably that which commemorates the struggle against apartheid. Symbolic buildings and public spaces have been built as sites for the presence of occluded histories and the mobilising of collected bodies. Perhaps it is always like this when urban space is conceived as grand political gestures but surely, I would ask, it should now be layered with the multiple registers of public life, of selling of exchanging, of celebrating, of playing if it is going to fulfil the revolutionary potential which it commemorates.” (Bremner, 2010: 35) It is this layering of ‘multiple registers of public life’ as well as Jose Castillo’s notion of ‘making life public and making space public’ that needs to happen. The complexity of this is translated into the four squares that have been chosen to study.

Chapter 03: Premise and Related Precedent Studies 47

The squares studied are: •Walter Sisulu Square of Dedication, Kliptown •Melrose Arch Square, Melrose •Rosebank Mall •Nelson Mandela Square, Sandton See appendix C for the data from the study. In order to access some kind of tangible assessment a checklist has been setup using the various lessons learnt in the previous section. The checklist takes seven criteria that are important to create successful public space. These sections are: 1. Mobility 2. Amenities 3. Current usage 4. Edges 5. Mixed-User Groups 6. Relationship to the human scale 7. Security This study is a qualitative personal observation of these spaces. With this data, a critical stance will be taken to formulate a set of guiding principles to implement in the design, related back to themes of size, proportion and scale.

public space is about lots of people interacting together with a variety of activity on the â&#x20AC;&#x2DC;ground floorâ&#x20AC;&#x2122; plane...

Fig. 3.20: Walter Sisulu Square. 2012

Fig. 3.21: Melrose Arch (new square). 2012

Fig. 3.22: Nelson Mandela Square. 2012

Fig. 3.23: Rosebank Boulevard. 2012

3.4 CASE STUDY: 3.4.2 Public Squares in Johannesburg - Far East Bank Analysis Please see appendix C for the data collected on the square. A summary of the checklist results are as follows (out of a maximum score of five): Kliptown: 2.4 Melrose Arch: 3.7 Sandton: 3.9 Rosebank: 3.9 Below are the lessons learnt from the case study. The check list items are applied to the conditions of the site in the Far East Bank Extension 7.: 1. Mobility: •Take full advantage of the Gautrain and N3 highway. The two can create a synergy that will become a major feeder of people. •Strengthen multi-modes of transport. Cater for taxis, cyclists and pedestrian. •Propose that the BRT be extended past the Far East Bank. •Integration into a larger transport network is vital. 2. Amenities: •Make sure that a range of services and products are available at a range of income streams. •Infuse the space with much activity. Make it a node. •Don’t be too rigid and dictate how space should be used. Allow for user-led activities and uses. 3. Current usage: •Even with the huge investment of the Gautrain, this area is not used very well. Make sure this is addressed.

Chapter 03: Premise and Related Precedent Studies 49

4. Edges: •Large blank walls kill space. Allow for variety and shopfront to open into the space. 5. Mixed-User Groups (age, gender, and income): •Two contrasting economic conditions exist. One within the confines of the Gautrain and one on the outside. Address the possibility of these two user groups adding value to each other’s lives. •Design spaces that are adequate for both the young and old. 6. Relationship to the human scale: •This is a large elongated space, Creating a sense of enclosure and protection without over developing the site is going to do the trick of unlocking the space. Getting the balance between the developer led space and community/social led space. 7. Security: •Passive security is far more desirable than active security. Translate this into architectural and urban terms.

Kliptown Melrose Arch Sandton Rosebank Existing Parking Level Marlboro Station RDP Housing

Marlboro Gautrain Station Nelson Mandela Square Melrose Arch 01 Rosebank Melrose Arch 02 Kliptown

Fig. 3.24: Square scale comparison

Figure ground drawing with the scaled outline of the squares looked at in the case study. This was used to try and get an understanding of scale, size and proportion.

0 25 50

100

150m

3.5 CONCLUSION Contemporary Post-Apartheid Alexandra: The spatial legacy of Apartheid planning in Alexandra is still evident which has created an island condition. Using this site on the boundary and challenging its relationship opening Alexandra up to opportunity and growth. In traditional Alexandra densities are very high (see density map in appendix D) making space a premium. Making the connection across the river into Marlboro Gardens (undeveloped Alexandra), activating this area is important. Transit Oriented Development: With increasing population and increased urbanisation, using TOD principals in the urban planning of cities in South Africa is not only desirable but fundamental to the successful future growth and capacity of our cities. The reliance on the private vehicle as the major mode of transport planning is unsustainable. Public transport has to take priority as every citizen, no matter what their income level, has the right to mobility. Vibrant and Creative Urban Public Space for People: The importance of quality public spaces with quality public facilities is critical to the success and growth of settlements. These are things that people can not provide for themselves. Public Squares in Johannesburg: From the four squares visited the two most important lessons that need to be addressed on the site is density and diversity. Diversity in modes of transport and in land-use. Making as many connections as possible.

Chapter 03: Premise and Related Precedent Studies 51

This early conceptual sketch shows the intent on the making physical and visual connections between the Gautrain Station (public transport), the site, the Jukskei River (ecology), Marlboro South (undeveloped Alexandra) and the RDP development (Extension 7). An acknowledgement of the contours and an attempt at softening the hard edges of the station. A multi-modal transport interchange and higher density residential edge adjacent to the station.

Fig. 3.25: Early conceptual sketch. 2013.

04 DEFINING THE BRIEF

CHAPTER SUMMARY: 4.1 Role Players and Priorities 4.2 Mind Map To Motivate Creativity Hub 4.3 The Building Programme

4.1 ROLE PLAYERS AND PRIORITIES Through the research conducted, three major role players have been identified. 1. THE COMMUNITY: • Role Player + End User This is defined as the immediate community of people living in Alexandra, Far East Bank Ex. 7. This includes the local home and small business owners. 2. THE CITY OF JOHANNESBURG:

The identified role players will have different priorities for the proposed project. The community’s priority is that their needs based on the lack of facilities and infrastructure are met. The private sector’s priority would be the income generated by their investment in the project. The City of Johannesburg would have an interest in improving the infrastructure for the community. On completion of the project the end users would become the roles players of the Alexandra Creativity Hub. The identified end users are the community, commuters, businessmen and tourists.

• Role Player + Client (citizens / end user representative) Defined as the Municipal and Government agent that would oversee and run the initial stages of the project, thereby creating favourable scenarios for the private sector to continue the project.

COMMUNITY

The client would come up with initial funding. CITY

3. THE PRIVATE SECTOR:

CITY

PRIVATE

• Role Player Fig. 4.1: Diagram of key role players

Big developers who will invest in further developments and future projects. Their main aim is a return on their investment and capital growth.

Chapter 04: Defining The Brief 55

Figure 4.1 is a diagrammatic representation of the three identified role players that would have a part in the Creativity Hub.

ROLE PLAYERS

END USERS (influence future briefâ&#x20AC;&#x2122;s)

The Community The City of Joburg The Private Sector

The Community Commuters Businessmen Tourists

THE DESIGN BRIEF

PROJECT

TIME

siyani amukela

welcome to the

ALEXANDRA CREATIVITY HUB.

LEARN / TEACH:

Multimedia Resource Space, Creche, Lecture Rooms, Workshop

VISIT / PARTICIPATE / EXPLORE:

Event Space, Dance Studio, Small Scale Shops, Community Hall

RELAX / PLAY / GATHER / MEET:

Concert, Film Teatre , Exhibition Space, Lecture Rooms, Formal and Informal Retail

4.2 MIND MAP TO MOTIVATE “CREATIVITY HUB” Symbiotic relationship

push + pull

STITCHING

BRIDGING THE DIVIDE:

creating common-ground a democratic space zone of inclusion porous edge condition connecting the separateness architecture should promote and create connection and movement, not inhibit it. Collisions of the everyday: This is a term I use to describe the multitude of basic interactions that occur everyday. Passing someone on the street, giving R5 to a parking attendant, asking a shop assistant for help, etc. Most of these ‘collisions’ happen without us even realising. The more collisions that happen, the richer our urban experience.

Social Connectors: Parts of the city which bring people together for some kind of social gathering. Places like transport hubs, restaurants, bars and places of worship.

Chapter 04: Defining The Brief 57

social / physical / historical / cultural / economic / political

Creativity

Hub

visual performance literature •Functional program for the Creativity Hub. •A space to view and interact with the various forms of creativity. •Studios to learn, create and live – Apprenticeships Creativity: 1. the state or quality of being creative. 2. the ability to create meaningful new forms, etc.; originality. 3. the process of using creative ability (The Free Dictionary [sa]). Hub: A center of activity or interest; a focal point (The Free Dictionary [sa]). “A Creative Hub can be defined as a space that induces Creative Thinking, which is a combination of creativity, curiosity and communication. A place where designers meet ordinary people to bring creative influences and creative acts. A Creative Hub has the ambition to create and enhance every local resource that can attract creative brains in a specific territory.” Domus Academy, 2011.

Aimed at serving the ‘greater’ area, not just Alexandra. Mixed-use and mixed-income.

Alexandra’s

EDUCATION

BUYING

VIEWING

AMENITIES

EVENTS

Marlboro

Gautrain

Precinct

studio spaces classroom computer labs auditoriums multi-media library children’s centre (creche 0-6 years) dance studio

Current station completely isolates itself from its context. Sits as a foreign item in the city scape. Absolutely no relationship to its context.

a space to sell a space to marvel a space to listen a space to view

markets galleries small scale shops theatre

Transport ‘gated community’ for people who can afford to use it.

a space for viewing [different mediums of art] a space to entertain a space to express a space to participate

galleries [indoor + outdoor] sculpture park theatre public space

a space to exchange a space to converse a space to read

formal +informal eating public space book shop

a space to exchange ideas

open plan event space

a space to learn and teach a space to make art spaces for individuals and groups a space to research / read a space to dance

Only caters for the transport of people. Not a single amenity provided. Mostly single modal.

Reinforces the social stereo types. TRANSPORT ORIENTATED DEVELOPMENT Multi-modal Interchange •Taxi Rank •BRT •NMT (non-motorised transit) Network •Bicycles •Pedestrians

4.3 THE BUILDING PROGRAMME Small-scale Shops below

The programme for the Alexandra Creativity Hub is driven by creating a public square that is edged with activities for all users, community, commuters, tourists and businessmen. A pedestrian bridge links the proposed buildings and the public square with the urban context and the adjacent Gautrain station. On the basement level an open plan event space is located for the various events that could take place, such as fashion shows and conferences. Parking for the hub is allocated and vertical circulation into the building. The public square on the ground floor in edged by informal traders, small scale shops, creche, exhibition space, formal and informal eating spaces, the community hall and multimedia resource centre. Connections to the pedestrian bridge are made at various points. The terracing in the public space allows for an amphitheatre. The pedestrian bridge intersects the building on the first floor level, allowing the pedestrian direct access to the Gautrain station, Creativity Hub and adjacent site. The formal room for lectures are found on this level as well as the dance and music studios. The auditorium and back stage is accessible from this level. On the second floor the workshops and the lobby for the auditorium are located. An amphitheatre is located on the roof level.

Chapter 04: Defining The Brief 59

Education Section: Ground level - Multi-media Resource Centre 1st Floor - Lecture Rooms 2nd Floor - Workshop Circulation Core

Public programme: Ground Level - Community Hall 1st Floor - Auditorium Roof Level - Amphitheatre Public Square Existing Gautrain Car Park

Roof Terrace and Event Space Auditorium Admin Lecture Rooms, Studio Space and Workshops Community Hall Resource Centre

Fig. 4.2: Site plan indicating programme

Fig. 4.3: Section indicating programme

05 DESIGN EXPLORATION

CHAPTER SUMMARY: 5.1 Conceptual Key Words 5.2 Urban Design 5.3 Site Design Generators 5.4 Conceptual Design Development 5.5 Preliminary Design Drawings

FUSION

education edges

PERCEPTION VS. REALITY

BOUNDARIES

FREEDOM

PUBLIC

MIXED-USE ROBUSTNESS ‘LIVEABLE’ CITY

SUSTAINABILITY

flexibility ‘LOOSE’ SPACE

ADVERTISING

economic viability

INTERGRATION ROUTES

STORM WATER HARVESTING FEAR AND SAFETY

THRESHOLDS

URBAN AGRICULTURE porosity

SOCIAL

INTEGRAL NODES

GATEWAYS ENTRY

Chapter 05: Design Exploration 63

EQUITY

CREATIVITY

SCALED INTIMACY

building as landscape

SPACE PLACE

strategic DENSITY complexity

HYBRID architecture

GROWTH PATTERNS

TIME

L CONNECTOR

connections

balance

intensity

DWELL TIME

INTEGRATION

human scale vs. civic scale 64

5.2 URBAN DESIGN 5.2.1 Urban Design Strategy The main purpose of the urban design strategy is the create as many connections as possible, creating networks of movement, ecology and safety. Two new BRT bus feeder routes (inner and outer), a non-motorised transport route along both banks of the Jukskei as well as along Selbourne Road linking with Freedom Square and ending up at Pan Africa. A system of wetlands and retention ponds will be built along the banks of the Jukskei to retain as much water as possible during high rainfall, clean the water as much as possible before returning it into the river system and storage of water for urban agriculture and potentially for flushing toilets and washing cars.

Fig. 5.1: Conceptual Movement of Cars, train, taxiâ&#x20AC;&#x2122;s and People.

Chapter 05: Design Exploration 65

Gautrain Train Track

Proposed Route 01: Outer BRT Feeder Route Proposed Route 02: Inner BRT Feeder Route Proposed connection between S2 and LP S1

A B

Bus route S2 Gallo Manor (Sandton - Gallo Manor route)

Bus route LP S1 (Linbro Business Park Shuttle Service)

Primary Route Secondary Routes

Teriary Route 1 Freedom Square Node 2 Pan Africa Node 3 Proposed New Urban Park Secondary Nodes Tertiary Nodes Gautrain Transport Node Proposed Links Jukskei River Proposed Wetlands Existing Cemetries Landfill

2 1

Open Space

Fig. 5.2: Urban Design Strategy.

250

500

1000m

Fig. 5.4: 3D perspective from the â&#x20AC;&#x2DC;crossingâ&#x20AC;&#x2122; looking towards the site

Fig. 5.3: 3D perspective down Club Street looking towards the Gautrain Station

Chapter 05: Design Exploration 67

Fig. 5.5: 3D perspective looking up Laduma Street

Fig. 5.6: Sketch of initial building massing on site

5.2 URBAN DESIGN 5.2.2 Potential Life Scenario Mapping Time

Works:

AM Route

Lives: Greenstone

Drop off dry cleaning Walk to the office Breakfast

Sandton CBD

Lives:

Far East Bank Works: Creative Hub market

AM Route

This project proposes a whole new way of conceptualising the use of the precinct. Here are six peoples journey daily journey. Interacting with the hub on different levels, using the available facilities and amenities.

Walk to Creative Hub Market Drop of child at creche Work at the market

Works:

AM Route

Lives: Alexandra

Cycle to station Breakfast

From Park Station catch a taxi or BRT to UJ

Student at UJ

Works:

AM Route

Lives: Abroad

Use Alex Tourism Meet at the creativity hub for the Bike Tour.

n/a

abroad Works:

Day 1 Route

Lives:

Arrives on the Gautrain. Attends a conference at the Creativity Hub

Attend meeting in Pretoria CBD

Marlboro

F Chapter 05: Design Exploration 69

Works: Rosebank

AM Route

Lives: Extension 7

Drop off dry cleaning Walk to Goethe-Institut Breakfast

Dinner at Creativity Hub

Scenario A is a local businessman that lives in Greenstone and works in Sandton CBD

Scenario B is a self-employed lady that lives in Far East Bank and sells her produce at the informal market at the Alexandra Creativity Hub.

Walking

Planning Priority

Pick up child Buys food from the market Walk home

Arrive home

Walk to the station

Arrive home

PM Route PM Route

Pick up dry cleaning Meet friends for dinner and a movie

Cycling

Taxi

Attend meeting in Sandton CBD

Scenario C is a student from the University of Johannesburg that lives in Alexandra and takes the Gautrain on a daily basis.

Private Car

Arrive home

Scenario D is a tourist that lives in Germany and has come to the Creativity Hub for a day outing.

Scenario E is a businessman from England that has come to Johannesburg for business purpose.

Catch flight

Watch a show in the auditorium at the creativity hub

Arrive home

Buy groceries Cycle Home

Catch a taxi / BRT to Park Station

Pick up dry cleaning Walk to the station Buy groceries

Arrive home

PM Route

Day 2 Route

PM Route

Train

Scenario F is based on a â&#x20AC;&#x2DC;real personâ&#x20AC;&#x2122;that I interviewed in Extension 7. A lady called Salome that works at the Goethe Institut in Rosebank and travels to work every day via the Gautrain.

PUBLIC TRANSPORT: A new future interchange, the informal mini-bus taxi route and the Gautrain need to be connected to form a cohesive entity.

ECTI ONN

IO CT

D OA

IV DR

TION

NNEC ORO CO

R FA

N BA

MARLB

Fig. 5.7: Non-motorised Transport Movement

Fig. 5.9: New Connections

C WALD KEN FRAN

TION EC ONN C ON STATI

TIO

NEW CONNECTION: A connection to Alexandra, the Jukskei River, Far East Bank, Laduma Road and the Gautrain Station is established with a pedestrian bridge. This pedestrian bridge also acts as a ‘Gateway’into Alexandra.

Chapter 05: Design Exploration

ECTI

ONN

RK C

O PA

LINBR

JUKSKEI CONNECTION

NON-MOTORISED TRANSPORT MOVEMENT: The pedestrian movement across the site determined the public space as well as the need for connections to the Jukskei and Gautrain station.

5.3 SITE DESIGN GENERATORS

Fig. 5.8: Public Transport

PUBLIC SQUARE: A public space that connects a variety of public facilities and facilitates the pedestrian movement is required. On the upper levels a pedestrian bridge connects the elements.

Fig. 5.10: Public Square

Fig. 5.12: Scale

Fig. 5.11: Edges

EDGES: To the north the train tracks edge the site and to the east the Gautrain station parking. Main roads edge the south and the west of the site. There is also the edge of the pedestrian bridge (the connector) that influences the design. SCALE: The site and the proposed buildings are amongst two extreme scales of building. The small-scaled RDP housing to the west and the south of the site as well as te high-scale Gatrain station and train track that exist on the north and east 72

5.4 CONCEPTUAL DESIGN DEVELOPMENT 5.4.1 Sketches

Fig. 5.13: Sketch indicating proposed urban zoning

Chapter 05: Design Exploration 73

Fig. 5.14: Sketch of initial building massing on site

Fig. 5.15: Sketch of Jukskei River bank design with retention ponds and wetlands

Fig. 5.16: Sketch of pedestrian bridge intersecting mass

Fig. 5.17: Sketch of cross section with pedestrian bridge

Fig. 5.18: Sketch of pedestrian bridge and mass

Chapter 05: Design Exploration 74

Fig. 5.20: Conceptual cross section

Fig. 5.19: Conceptual sketch of mass and public square

Fig. 5.21: Conceptual cross section of screen along street edge