nodal development

Umlazi Nodal Regeneration Study

KPM CONSORTIUM Revised Draft Final Report – 30 March 2009

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SECTION THREE: URBAN

DESIGN NODAL PLANS

This section develops the Urban Design Nodal Plans, forming phase

5 of our study. This phase conceptually develops each node in

relation to each other within the system or urban web thereby

defining the character of node and latent potential.

1.1 Urban Structure

The envisaged urban structure for the redevelopment of this node is

illustrated by Figure 1 overleaf. The urban structure of this node

mainly influenced by:

The M30 (Mangosuthu) Highway which serves as the primary

access route to and through Umlazi. Although this route

provides high accessibility, the allowed and envisaged

access points off this route should be kept to a minimum to

reduce congestion.

Together with the M30 route, Prince Mcwayizeni Drive serves

as a major Activity Spine and defines the extent of

economic activity within the larger node. The active road

edges within this node are mainly found along this route.

The distribution of the public transport facilities within the

node is spaced in such a manner that the node is deemed

highly accessible by various modes of transport. The majority

of activities are experienced in close proximity to these

facilities.

1.2 Proposed Activity and Intensity Patterns

The proposed activity and intensity patterns are illustrated by Figure

2 overleaf. From the said figure it is evident that:

The area will be characterized by a mix of land uses ranging

from open spaces and residential uses. This variety of uses

would create an active regional centre and gateway node.

The most intensive built form patterns are envisaged around

the existing Megacity complex, the Reunion Station,

Ezimbuzini markets and the Prince Mcwayizeni Drive / Veni

Yeni Intersection. These higher intensity areas correspond to

the accessibility provided by public transport facilities in

these areas.

Due to the high numbers of residential units envisaged as

well as the potential conflict between these residents and

the high traffic volumes experienced in the area, attention

to safe pedestrian passage and social and recreational

facilities (i.e. open spaces) is vital.

The transition toward Mixed Use 3 (Retail, Service Industries

and Light Industrial) land uses towards the current Durban

International airport will have a major impact on the future

functioning of this node.

1. MEGA CITY/GLEBE/EZIMBUZINI NODE



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Figure 1 - Glebe/ Ezimbuzini Node: Urban Structure



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Figure 2 - Glebe/ Ezimbuzini Node: Activity and Intensity Patterns



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1.3 Urban Form Vision

Figure 3 - Glebe/ Ezimbuzini Node: Urban Form Vision



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1.4 Sector Impacts and Implications

Transport

The planned intensification of activities along Veni Yeni Road and

Prince Mcwayizeni Drive should be accompanied by pedestrian

safe routes and planned integrated movement systems linked to

public transport facilities.

The regional centre precinct consists of the Mega-city, Glebelands

and Ezimbuzini Nodes and in its totality stands out as a mixed-use

node given the variety of activities located within the node. This

precinct is economically strong and currently consists of formal

commercial activity (mainly within the Mega-city shopping centre),

informal commercial activity (mainly within the Ezimbuzini area),

residential activity (informal settlements and the Glebe & Tehuis

hostels) as well as various government services, education facilities,

recreational facilities. The precinct also has strong links to the local

and surrounding transport corridors (Old South Coast Road linking

Umlazi to the Isipingo CBD and the south Durban industrial basin).

The node has the potential to play the role of the main economic

node within Umlazi given the strategic linkages between the areas

of the Mega-city, Glebe and Ezimbuzini, through the M30 and

Prince Mcwayizeni Drive as they each have a comparative

advantage over each other, as well as the other nodes. This node is

also located on the perimeter of two neighbouring industrial areas

and is the closest node to the south industrial basin, creating

linkages for the Umlazi residents between the SDB and Umlazi.

Economic Impacts and Opportunities

Much of the proposed development activity within this regional

centre of nodes is focused at residential development as there are

currently a number of residential hostels and informal settlements on

this portion of land. Certain land portions that contain informal

settlements have been allocated to passive and active public open

space and wetlands and many of these residents will also need to

be relocated. Medium density residential developments make

provision for this. Proper management of these open spaces and

environmentally sensitive areas is critical to avoid resettlement.

A few land portions have been allocated to Mixed Use 1

development which consists of a retail and office component. Most

of this has been placed along the M30 spine from Umlazi Mega-city

towards the V-node and will attract more people to this area,

increasing its growth potential.

A number of areas along Prince Mcwayizeni Drive and near the

Glebelands Hostel have also been proposed as Mixed Use 2

developments which consist of retail, office and residential

components. The impact of this is that a greater number of people

will travel along this route to access these Mixed Use developments,

leading to an increase in funds into this precinct.

The urban designs for this precinct also indicate that the strip of land

east of Prince Mcwayizeni Drive is proposed as Mixed Use 3

development which incorporate retail, service industrial, light

industrial and office components. Although this is the largest

allocation of land to Mixed Use 3 development in Umlazi, the

existing infrastructure supports this vision. This will attract people to

the area in search of employment in these industries, and this

supports the provision for additional medium density residential

accommodation.

A large amount of employment will be created, particularly from

the Mixed Use 3 light-industrial/service industry developments, which

employs more people on average per m2 than retail or office

developments. More employment will need to be created to

maintain the passive and active open spaces and employment will

be generated through demand from other office and retail

developments.



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Residential

The summary below reveals the intentions and implications for

residential development within this node.

NODES: Ezimbuzini and Glebelands

STATUS QUO: Formal houses, informal settlements and hostels. 75%

formal and 25% informal.

URBAN DESIGN CONCEPT: Medium density residential and mixed use

2 – retail, office and residential

IMPLICATIONS: Upgrading of the hostel into family units. Relocation

and in-situ upgrading of the informal settlements by the construction

of walk up 4/5 storey flats with office and retail. Negotiations with

formal housing owners to sell their properties to allow for the

implementation of medium density residential.

Social Facilities

The regional centre precinct is well supplied with community/ social

facilities however, there is still a backlog on certain facilities. The

following are some of the main issues identified:

The Prince Mshiyeni Hospital is over capacitated. This leads

to patients waiting approximately 1 hour before receiving

help. After seeing the doctor they have to wait another hour

at the dispensary for medication. The patients often leave

the hospital without seeing the doctor and not receiving any

medication. There is also a shortage of bedded facilities thus

leading to patients being discharged before time to make

space for new patients.

According to M Information Technology, Glebelands hostel

had approximately 20329 people in 2004. These people use

the services of the Umlazi-V clinic. Due to its size, the clinic is

unable to cope with the volume of patients that seek

medical attention.

The Tehuis Park is inaccessible both by foot and vehicle.

There are no properly designed pedestrian ways within the

park; there are also inadequate lighting, benches and

swings.

The community hall at Glebelands is always booked as it is

used for multi-purposes, e.g. karate training, traditional

dancing practice, choir practice and general community

functions.

The sport and recreation facilities are in a state of disrepair.

Provision of supportive environment strategy includes the creation

of identifiable but interconnected residential, commercial and

recreation neighbourhoods within the Glebe precinct. The strategy

also suggests the creation of neighbourhoods of choice, quality and

character. Establishing safe and secure living environments and

creating manageable residential subdivisions and blocks within

each neighbourhood form part of the supportive environment

strategy.

Creation of the improved opportunities strategy is premised on the

notion that Glebelands hostel is part of the surrounding urban

environment and not an island within the city. It therefore needs to

be recognized as an identifiable precinct with its own

characteristics but it should be integrated with its immediate

surrounds and with the opportunities of the city. This strategy could

be achieved by improving Glebelands linkages with its immediate

surroundings through additional access points to surrounding areas,

creating recognizable road and pedestrian pathway system and

increasing and improving the mix of land uses and activities.



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Standards Assessment

Table 1 below, indicates the number of community/ social facilities

required based on the planning standards. These standards

stipulate the minimum number of people required in order to

support a particular facility. The calculations contained in the table

below are based on the precinct population of 65 616 people.



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Table 1- Social Facilities Provision Table

EXISTING POP. STANDARDS SITE SIZE EXISTING REQUIRED SHORTFALL

HEALTH

Clinic 65 616 20 000 people 2000m²/ 585m²-633m² building 1 3 2

Hospitals 65 616 1 per town Varies between 1.5ha - 10ha 1 1 0

EDUCATION

Primary School 65 616 4 000 people 2.4ha 8 16 8

High School 65 616 10 000 people 4.6ha 5 7 2

Technikon 65 616 Planned for interms of Development Framework 0 0 0

SECURITY AND EMERGENCY

SERVICES

Police station 65 616 50 000 people 5000m² 1 1 0

Fire station 65 616 60 000 people 2500m² 0 1 1

COMMUNITY/ CIVIC

Community hall 65 616 20 000 people 2000m² - 3000m² 2 3 1

Administration office 65 616 50 000 people 3000m² 0 1 1

Cemetery 65 616 1 per town 3 ha 0 0 0

Library 65 616 50 000 people 500m² - 800m² 0 1 1

Magistrates Court 65 616 Planned and provided by the Provincial Administration 1 1 0

SPECIAL FACILITIES

Worship 65 616 2 500 people 1500m² 14 26 12

POST AND TELECOMMUNICATION

Post Office 65 616 45 000 people 500m² 0 1 1

SPORTS AND RECREATION

Playlots 65 616 800 people 0.25 - 0.5ha 0 82 82

Neighbourhood Park 65 616 6 000 people 0.8 - 2ha 0 11 11

Community Park 65 616 20 000 people 8 - 20ha 1 3 2

Sports Fiels 65 616 12 000 people Soccer: 65mx105m 4 5 1

Rugby: 69mx125m

Cricket Oval: 128mx128m

Hockey: 50mx87m

Volleyball: 9mx18m

Basketball: 14mx26m

Netball: 15mx30m

PRECINCT 1: REGIONAL CENTRE - MEGACITY/ GLEBELANDS/ EZIMBUZINI & UMLAZI V NODE



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Environmental

The following environmental comments should be noted in relation

to the proposed nodal urban design framework plan:

The greening and maintenance of open spaces within this

precinct, as per the Short Term Investment Plan, will

contribute to developing the precinct as a

Gateway to uMlazi, and towards the overall vision for the

precinct.

Active public open spaces should be considered for

community gardens (urban agriculture).

The open spaces identified for investment should be linked

ultimately to the broader open space network, linking to the

uMlazi River corridor which requires rehabilitation and

maintenance (identified in the Short Term Investment Plan).

The “Botanic Gardens” concept needs to be contextualized,

there may be broader, livelihoods-related uses for this space,

such as nurseries for traditional medicinal plants, market

gardens, etc.

Lighting and palisade fencing of open spaces, such as the

proposed Glebelands Park, will enhance safety of these

spaces. Paved walkways will distinguish areas of greater

access, i.e. useable, pedestrian spaces.

Te Huis/ Prince Mshiyeni Park

The fate of the Te Huis/ Prince Mshiyeni Park appears

uncertain as indicated by discussions held at the workshop

on 9 December 2008. Due to proximity of the taxi ranks, local

investors were considering developing this space further for

market/retail purposes. However, there may be access

restrictions onto the Mangosuthu Highway.

The park is currently under-utilized by the local community.

Vehicle tracks are evident along the section adjacent to

Mangosuthu Highway, pointing to the need for fencing off of

this park from the Highway. Paved walkways could control

pedestrian traffic in the park and prevent degradation of

the grassed areas.

As the only formal park in uMlazi, the loss of all, or part of this

large area of open space should be discouraged and any

rezoning/development of this open space will need to be

offset through re-development of other suitable areas for

recreational/park purposes.

It was noted at the workshop (9 December 2008) that

currently the maintenance of the large area of open space

presents a problem in terms of scale of the area to the Parks,

Leisure and Cemeteries Unit at eThekwini Municipality.

In the 2006 Glebelands Hostel Redevelopment

Investigation/Precinct Plan, the need for upgrading and

clean up of Te Huis/ Prince Mshiyeni Park was identified. The

regional importance of this park has therefore been

recognized.

UMlazi Floodplain land

The land lying within the floodplain of the uMlazi River, east

of Megacity, has the potential for development as a bird

sanctuary (medium to long term), with walkways and

lighting to provide safe access, and to enhance integration

with Megacity.

The area could become overrun with informal settlements or

used for cultivation by local residents, which could

jeopardize the value of this open space.

In the 2006 Glebelands Hostel Redevelopment Investigation

/ Precinct Plan, this area was identified for the possible

development of a community park, to extend along the

Mlazi River frontage.

The maintenance programs for areas of open space will

need to include ongoing control and eradication plans for

alien and invasive species. The Public Space Improvement

Project may be the appropriate program for these activities.



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The Megacity Mall lies for the most part within the uMlazi

floodplain system (The eThekwini Department of Environment

has also extended the coverage of the floodplain and

associated wetland in the 2008 DMOSS update). The

extension of Megacity towards the Mlazi river frontage, as

identified in the Long Term Investment Plan, should consider

the impact on the sensitive riparian vegetation, and impact

of further hard surfaces on flood damage mitigation within

this area.

1.5 Investment Framework

The successful redevelopment of the node towards achieving the

urban form vision is dependant on the systematic implementation of

co-ordinated development projects in short, medium and long term

timeframes. The resulting investment frameworks are illustrated and

explained overleaf.



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1.5.1 Short Term Investment Framework Plan

Figure 4 – Glebe Node: Short Term Investment Framework



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Figure 5 – Ezimbuzini Node: Short Term Investment Framework



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1.5.2. Medium Term Investment Framework Plan

Figure 6 - Glebe/Ezimbuzini Node: Medium Term Investment Framework

A.11. PEDESTRIAN BRIDGE LINKING GLEBELANDS TO MEGA CITY A.12. UPGRADE THE REUNION STATION – evaluate and upgrade the station to include necessary facilities, could include office and retail space. A.13. EVALUATE A BRIDGE LINK BETWEEN LAMONTVILLE AND MEGA CITY – providing a pedestrian connection between the two areas.



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1.5.3 Long Term Investment Framework Plan Figure 7 - Glebe Ezimbuzini Node: Long Term Investment Framework

A.14. REHABILITATING THE MLAZI RIVER AND VEGETATION – integrate the river edge with Mega City A.15. REZONING THE PARCEL OF THE LAND - unlocking the land for a mixed use 3 - light industry and service industry, retail and office. A.16. LAND USE MANGEMENT SYSTEM – to create an activity street edge, with mixed use 2 – retail, office and residential – this increases the safety and surveillance. A.17. APPROPRIATELY EXTENDING MEGA CITY – to integrate with the river edge, create pedestrian scale squares.



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The precinct design for this regional centre node helps to maximise

the economic potential of the node. The layout of proposed activity

supports this economic vision by addressing the problems that

currently lead to a lack of economic opportunities in this node. This

„gateway‟ node contains many economic opportunities due to

various factors such as its strategic location, diverse mix of land uses

and linkages to the Durban economy and these opportunities will

best be realised in the market if development follows the same

structure as the proposed urban design layout and activity patterns.

Some activities that would be well suited to the proposed activity

patterns are retail stores such as clothing, food and even sporting

goods to support the „mini‟ sports hub proposed for the Ezimbuzini

region. Within the hostel area, food outlets such as restaurants,

cafés and fast food outlets would be supported by the residing

population. A café or coffee shop could also be introduced in the

south of the node near the proposed Botanical Gardens and

Museum.



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2.1 Urban Structure


illustrated by Figure 8 overleaf. The urban structure of this node is


Although the M30 route provides high accessibility to this

node, the allowed and envisaged access points off this

route should be kept to a minimum to reduce congestion.

Together with the M30 route, Veni Yeni serves as a major

Activity Spine and defines the extent of economic activity

within the larger node. Veni Yeni Road is vital in providing

access to the east and west of the node and also envisaged

as the main areas with active edges.

The public transport facilities within the node are spaced in

such a manner that the node is deemed highly accessible

from various modes of transport. The majority of activities are

experienced in close proximity to these facilities. However,

due to the limited available land in the direct vicinity of the

taxi ranks, key social facilities are situated further away,

although still within walking distance.

2.2 Proposed Activity and Intensity Patterns

The proposed activity and intensity patterns are illustrated by

Figure 9 overleaf. From the said figure it is evident that:

The area will be characterized by mainly Mixed Use 1 (Office

and Retail) activities at its core, with Mixed Use 2 (Retail,

Office and Residential land uses within the majority of land

uses. Social facilities are proposed behind the most

accessible and commercially valuable land, although still

within good walking distance.


the existing retail buildings, and spiraling from the M30 / Veni

Yeni Intersection. These higher intensity areas correspond to

the accessibility provided by public transport facilities in

these areas.

As a continuation from the Glebe Node, the high numbers of

residential units envisaged as well as the potential conflict

between these residents and the high traffic volumes

experienced in the area, attention to safe pedestrian

passage and social and recreational facilities (i.e. open

spaces) is vital.

2. UMLAZI V NODE



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Figure 8 – Umlazi V Node: Urban Structure



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Figure 9 – Umlazi V Node: Activity and Intensity Patterns



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2.3 URBAN FORM VISION

Figure 10 – UMlazi V Node: Urban Form Vision



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Transport

The envisaged large scale increase in the commercial activity within

this node will result in an increase in both traffic and pedestrian

volumes and this will need to be addressed and managed pro-

actively. It is imperative that the mobility function of the M30

highway is not compromised and that sufficient traffic modeling

informs future traffic control measure at the M30 / Veni Yeni

Intersection. The role of Veni Yeni Road as an Accessibility link will

imply that this route will need to be upgraded with clear sidewalk

definition and sufficient public parking and taxi stop areas.


The uMlazi V-Node has an economic advantage in that it is

strategically situated on the major intersection of the Mangosuthu

Highway and Sibusiso Mdakane Drive and is equidistant from the

Mega-city centre, the Ezimbuzini trade area and the Mangosuthu

Technikon. Although the uMlazi V-Node is one of the smaller nodes,

it contains a large number of formal and informal commercial

activities and various other activities. Although this node is

residentially dense, the core of the node consists of a large number

of commercial business activities, including a small community

shopping centre, a few commercial office & shop units, various

informal small businesses and some clothing & fabric manufacturers.

This node also has the highest concentration of all the nodes of

professional services such as doctors, dentists and lawyers, which

provides it with a comparative advantage and allows it to become

a „specialised node‟.

As this node already contains much built-up commercial property,

the impact or implications of the proposed activity will not be as

large on existing residential areas as with most of the other nodes.

The focus of this node is proposed as Mixed Use 1 and Mixed Use 2

development which is justified as the area is already geared for this

type of activity and contains residential and commercial property.

Certain residential settlements (both formal and informal) would

need to be relocated to accommodate some of the proposed

commercial activity, but provision is made for this in certain areas

between the commercial developments, where medium density

residential and residential accommodation within the Mixed Use

developments has been allocated.

Densifying the existing light industrial, retail and office function of this

node will attract more people to the area as it is strategically

positioned at a major intersection and people naturally congregate

here. The Mixed Use 2 development will contribute to the provision

of accommodation for those that will need to be relocated for

Mixed Use 1 development.

Many employment opportunities will be created within this node as

it has the potential to be developed as a central Business district

within uMlazi. The high concentration of retail and office facilities will

cater for a number of small businesses and this will contribute to the

expansion of existing and new businesses.

Residential



NODES: UMlazi V

STATUS QUO: Formal houses



IMPLICATIONS: Negotiations with formal housing owners to sell their

properties to allow for the implementation of medium density

residential.



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Social Facilities

Table 2 below, indicates the number of community/ social facilities



support a particular facility. The calculations contained in the table

below are based on the precinct population of 65 616 people.



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Table 2 - Social Facilities Provision Table


HEALTH



EDUCATION





SERVICES



COMMUNITY/ CIVIC






SPECIAL FACILITIES

Worship 65 616 2 500 people 1500m² 14 26 12








Rugby: 69mx125m


Hockey: 50mx87m

Volleyball: 9mx18m

Basketball: 14mx26m

Netball: 15mx30m

PRECINCT 1: REGIONAL CENTRE - MEGACITY/ GLEBELANDS/ EZIMBUZINI & UMLAZI V NODE



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Environmental



UMlazi V node is anticipated to become the gateway for

movement into and out of uMlazi and proposed projects will

enhance the CBD area, including development of open

spaces and soft landscaping along major routes.

The LED committee is proposing a market development and

a new taxi rank (either in this node or at the site of Te Huis/

Prince Mshiyeni Park) in the vicinity of the existing open

space. This open space was, according to stakeholders, set

aside as an interim park to prevent the spread of informal

settlements in the area.

Maintenance of the stormwater management system in this

node should be prioritized (Short Term Investment Plan), as

flooding of stormwater channels limits development

potential of available land.






explained overleaf.



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Short Term Investment Framework Plan

Figure 11 - Umlazi V Node: Short Term Investment Framework

B.1. THE UPGRADE OF MANGOSUTHU HIGHWAY WITHIN THE NODE AND DEFINE THE INTERSECTION – evaluate and upgrade the intersection / public realm regeneration to increase legibility B.2. THE UPGRADE OF VENI YENI – to highlight the arrival to a node with special landscaping and lighting. B.3. EVALUATE AND DEVELOP APPROPRIATE TAXI FACILITIES B.4. UPGRADE THE PUBLIC REALM – appropriate sidewalk treatments, landscaping and lighting along Veni Yeni Road.



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2.5.1 Medium Term Investment Framework Plan

Figure 12 - UMlazi V Node: Medium Term Investment Framework

B.5. DEVELOP A COMMUNITY BLOCK WITH REQUIRED SOCIAL FACILITIES – link the community hall with a municipal library, fire station and post office



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2.5.2 Long Term Investment Framework Plan

Figure 13 - UMlazi V Node: Long Term Investment Framework

B.6. INCENTIVISE THE PRIVATE SECTOR TO INTENSIFY MIXED USE DEVELOPMENT WITHIN V NODE – encourage 3 – 4 level buildings - encourage buildings to provide colonnaded edges, etc develop a public / private relationship B.7. REZONE – to encourage re-development and regenerate it into a successful working node



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Given the existing composition of this node and its high

concentration of professional services, the urban design layout and

proposed activity patterns for the V-node support the economic

potential of this node. This node has the potential to become

somewhat of a CBD district within uMlazi given its central location

and existing commercial business base and the urban design

layouts suggest that this potential can be realized through mixed

use development in order to attract a wide range of investors. As

uMlazi grows, more entrepreneurs and other business people will

seek to locate to a central business district that has all the required

facilities and supporting infrastructure and this layout design speaks

to the needs of the market.



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3.1 Urban Structure


illustrated by

Figure 14 overleaf. The urban structure of this node is mainly

influenced by:

The Mangosuthu Campus complex is accessed directly from

the M30 (Mangosuthu) Highway which serves as the primary

access route to, and through, uMlazi.

The distribution of nearby major public transport facilities

such as the KwaMnyandu Station and the Zwelethu Station

defines expected pedestrian lines within the node.

The active edges within the node mainly occur along the

M30 route and this will have to be structured and managed

to improve safety of pedestrians in this area.

3.2 Proposed Activity And Intensity Patterns



The area will be mainly utilized by institutional and related

residential land uses. It is specifically envisaged that higher

density and multi level residential buildings will be developed

around the node. A large portion of the residential stock will

be utilized as student accommodation.

The most intensive future built form is envisaged around the

M30 / Route 1702 (Inwabi Link) intersection.

Due to the high numbers of residential units envisaged as

well as the potential conflict between these residents and

the high traffic volumes experienced in the area, attention

to safe pedestrian passage and social and recreational

facilities (i.e. open spaces) is vital.

3. MANGOSUTHU NODE



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Figure 14 – Mangosuthu Node: Urban Structure



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Figure 15 – Mangosuthu Node: Activity and Intensity Patterns



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The long term urban form vision is illustrated by Figure 16 below:

Figure 16 – Mangosuthu Node: Urban Form Vision



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Transport

The Mangosuthu Node is mainly accessed from the M30 Highway

and as mentioned before, the mobility function of this route should

not be undermined. The existing taxi stops at the entrance of the

campus will need to be clearly defined and might need to be

expanded. Although not encouraged along most parts of the M30,

the section within this node might benefit from traffic calming

measures and pedestrian orientated developments to create a

boulevard as part of the larger campus area.


Within the Mangosuthu Node, the focus falls on medium density

residential development with a portion allocated to Mixed Use 2

developments. This is justified given the large number of informal

settlements within this node, and given the demand for student

accommodation. A band of Mixed Use 1 development has been

proposed for along the M30 highway where many informal

container businesses currently are, as well as running from the MUT

towards the proposed Mixed Use and residential development to

the north.

The implication of this is that the residential needs of many students

will be catered for closer to the educational facility and they will

spend more money in the area as they would not need to travel to

access formal retail facilities.

The proposal for the Mangosuthu node creates opportunities for

young entrepreneurs to take advantage of the high-concentration

of students in the area and the “student village‟ concept will allow

many entrepreneurs the chance to start their own business within

property that is surrounded by residents.

Residential



NODES: Mangosuthu / KwaMnyandu

STATUS QUO: Formal and informal settlements. 70% formal and 25%

informal.



IMPLICATIONS: Relocation and in-situ upgrading of the informal

settlements by the construction of walk up 4/5 storey

Social Facilities

Table 3 overleaf, indicates the number of community/social facilities



support a particular facility. The calculations contained in Table 2

are based on the precinct population of 205 802 people.

Environmental



A critical accessibility link will be provided through the

proposed Inwabi Link Road which contributes to optimal

functioning of this node.

Of key concern is the wetland area below Mangosuthu

University of Technology, in the vicinity of the proposed

Inwabi Link Road (the proposed link road impacts on a



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section of the wetland buffer zone). This wetland feeds into a

larger system to the south and west of the University. The

importance of the wetland is highlighted in the Sivest Basic

Assessment Report for the proposed Inwabi Link Road,

currently under review by the Department of Agriculture and

Environmental Affairs.

The importance of the wetland system is described in the

Inwabi Link Road Basic Assessment Report as follows (Sivest,

2008):

The site occurs in one of the few remaining „green belt‟

areas within the Umlazi/Isipingo area, and thus has some

local importance.

The upper hillslope seepage wetland and the artificial

drainage channel form part of the broader open space,

being linked to another (natural) drainage line containing

wetland habitat, riparian vegetation and patches of

grassland.

The wetland and the drainage line thus offer some form of

ecological linkage at a local level.

All the above could be enhanced by rehabilitation of

hillslope seepage wetland to its original alignment. This

wetland rehabilitation project should be added to the

Medium Term Investment Plan.

Residents had requested channelling of the stream and

upgrade of pipelines to withstand storm events.

A key open space in this node is the cemetery which is to be

upgraded and enhanced through the Short Term Investment

Plan, thereby contributing to the overall improvement of the

open space network.






explained overleaf.



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HEALTH


Hospitals 1 per town Varies between 1.5ha - 10ha 0 0 0

EDUCATION





SERVICES



COMMUNITY/ CIVIC






SPECIAL FACILITIES

Worship 205 802 2 500 people 1500m² 38 82 44








Rugby: 69mx125m


Hockey: 50mx87m

Volleyball: 9mx18m

Basketball: 14mx26m

Netball: 15mx30m

PRECINCT 2: CENTRAL NODES - MANGOSUTHU/ KWAMNYANDU/ UMLAZI-W NODES



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Figure 17 - Mangosuthu Node: Short Term Investment Framework

C.1. THE UPGRADE OF MANGOSUTHU HIGHWAY WITHIN THE NODE – the landscaping and lighting highlights a special area. To provide formalised space for the informal trade along the sidewalks C.2. THE ENTRANCE DESIGN TO THE CYCLING STADIUM AND CEMETRY – the landscaping and lighting creates a sense of arrival. C.3. THE LANDSCAPING AND MAINTENANCE OF THE CEMETRY – to provide the necessary facilities. C.4. UPGRADE THE CYCLING STADIUM – to improve the facility and provide safe and designed access ways to the stadium.



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Figure 18 - Mangosuthu Node: Medium Term Investment Framework

C.5. REHABILITATE THE WETLAND C.6. THE CAR FREE STUDENT VILLAGE – medium density housing with recreational spaces and mixed use buildings on the hilltops. Designed and landscaped access ways to the station and the stadium



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Figure 19 - Mangosuthu Node: Long Term Investment Framework

C.7. INTEGRATING THE STUDENT VILLAGE TO THE KWAMYNANDU NODE – the pedestrian links are critical for safe connections over the rail.



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The proposed activity layout for the Mangosuthu node also supports

the economic potential of the node. This node has an educational

function and the provision for accommodation and a limited

amount of mixed use activity meets the needs of the student

population in this area. The proposed Mixed Use 1 activity on the

road edges supports the vision of transforming the informal

container businesses into formalised traders. This retail & office

function allows young students to make entrepreneurial decisions

because facilities are available for them. The Mixed Use 2 and

medium-density residential development proposals cater directly for

the students and the vision of a student village just north of the

technikon will create a busy hub of activity.

Retail development should focus on clothing & accessories, cellular

services and food to meet the needs of the students that will

support these developments.



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4.1 Urban Structure


illustrated by

Figure 20 overleaf. The urban structure of this node is mainly

influenced by:

The locality of the KwaMnyandu Station and its relevant taxi

ranks as major public transport facilities within the node. This

facility renders the node highly accessible from various

modes of transport and further creates a demand for the

land around the facility as a major origin and destination

point. The majority of activities are experienced in close

proximity to these facilities.

The M30 (Mangosuthu) Highway which serves as the primary

access route to and through uMlazi. Although this route

provides high accessibility, the allowed and envisaged

access points off this route should be kept to a minimum to

reduce congestion. Especially within this node, the further

access friction along this route should be avoided.

The locality of the King Zwelithini Stadium and the intended

Sport Hub development around it (with associated

residential and retail component) will have a major impact

on the structure of the node. The retail component is

developed on pedestrian movement through the station.

4.2 Proposed Activity and Intensity

Patterns



The intensity of activities is guided by the potential value of

land around the KwaMnyandu Station and the majority of

land from there is earmarked for Mixed Use 1 (Retail and

Office) uses.


the existing KwaMnyandu Station and King Zwelithini Stadium

complex. These higher intensity areas correspond to the

accessibility provided by public transport facilities in these

areas.

Higher density residential land uses are proposed adjacent

to the proposed commercial areas to fully utilize the

opportunities and land potential within this node.

4. KWAMNYANDU NODE



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Figure 20 – KwaMnyandu Node: Urban Structure



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Figure 21 – KwaMnyandu Node: Activity and Intensity Patterns



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The long term urban form vision is illustrated by Figure 22 overleaf:

As mentioned before this node is also the subject of a Sport

Hub design and development project which explores the

area around the stadium in more detail. It is therefore

advised that this document is read in conjunction with the

proposed site development plans associated with the Sport

Hub development.

The urban form around this node should allow for ease of

access to and from the station to around areas of uMlazi

and the nearby nodes of Mangosuthu and uMlazi W.



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Figure 22 – KwaMnyandu Node: Urban Form Vision



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Transport

The node is located centrally in uMlazi and is located along the

M30. The KwaMyandu train station is situated just off the M30

highway and provides a good link between this, and all the other

nodes.

Proposed developments such as the King-Zwelithini Stadium

upgrade and Urban Development Framework Plan will develop a

mixed-use node that incorporates various sporting activities,

residential developments, commercial activities and a major inter-

modal exchange point.


The KwaMnyandu Node is a lot busier in terms of different land

allocations. There is a mix of open space, Mixed Use 1 and 2 and

medium-density residential, with a small portion allocated to

proposed Mixed Use 3 developments. The retail and office

development proposed for the existing station will create an

economic link between the under-utilised station and the existing

retail component to the north of the node. This is bordered by Mixed

Use 2 developments which will cater for the large amount of people

that will be attracted to this node. The Mixed Use 1 development at

the station that creates a walkway over the M30 will also bridge the

gap created by the M30 and allow people from both sides of the

M30 to enjoy the same facilities. However, provision needs to be

made for vehicular access to this facility. Employment will be

created at the KwaMnyandu Node due to the dense development

of retail, office and residential facilities. Opportunities will also be

created through initiatives linked to the sports hub such as sports

training and promotion.

Residential



NODES: Mangosuthu / KwaMnyandu

STATUS QUO: Formal and informal settlements. 70% formal and 25%

informal.




settlements by the construction of walk up 4/5 storey flats with office

and retail.

Social Facilities

Table 4 overleaf, indicates the number of community/ social

facilities required based on the planning standards. These standards


support a particular facility. The calculations contained in the said

table are based on the precinct population of 205 802 people.

Environmental



This node is primarily aimed at contributing towards the

KwaMnyandu sports stadium precinct and associated uses,

catalyzed by the 2010 infrastructure requirements.



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To reiterate comments sent through to the stadium planning

team, in the area to the east of the stadium, there are

existing informal settlements which are currently (according

to corporate GIS) located within a floodplain. The King

Zwelethini Stadium and draft Urban Development

Framework Plan (UDFP) concept plan discusses the

relocation of these residents. The identified uses for this area

include inter alia, a skateboard ramp, plaza, basketball

courts, tennis/volleyball combo courts and the main

pedestrian access/walkway. The nodal plans point to the

possible development of these areas for Mixed Use 2 –

Retail/Office/Residential uses. Any development in this area

would require consultation with DWAF, and may possibly

require a water use license under Section 21 of the National

Water Act, 1998.

The existing watercourse in the vicinity of the stadium is

canalized, and in a state of degradation, with large

amounts of litter and waste and overgrown in sections.

Additional hard surfaces will increase stormwater, pointing to

the need to maintain and enhance the flows through the

existing watercourses.

The Short Term Investment Framework includes a number of

interventions aimed at improving the open space system

and watercourses in this node, which is supported and

encouraged.






explained overleaf.



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HEALTH



EDUCATION





SERVICES



COMMUNITY/ CIVIC






SPECIAL FACILITIES

Worship 205 802 2 500 people 1500m² 38 82 44








Rugby: 69mx125m


Hockey: 50mx87m

Volleyball: 9mx18m

Basketball: 14mx26m

Netball: 15mx30m




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Figure 23 - KwaMnyandu Node: Short Term Investment Framework

D.1. THE UPGRADE OF MANGOSUTHU

HIGHWAY PUBLIC REALM WITHIN THIS NODE –

landscaped to provide safe edges for pedestrians

and informal traders.

D.2. UPGRADE NTONTO ZULU DRIVE AS AN

ACTIVITY STREET - terminating at the local

landmark stadium, this road links to Veni Yeni Road

(Accessibility link to V node)

D.3. UPGRADE ROADS 1603, 1703 AND 1702

D.4. EVALUATE AND PROVIDE REQUIRED TAXI

FACILITIES

D.5. REHABILITATE THE EXISTING WATER

COURSES AND DEVELOP MANAGED OPEN

SPACE SYSTEMS – passive public open spaces

D.6. UPGRADE THE COMMUNITY HALL AND

SWIMMING POOL. – develop a social facilities node

D.7. UPGRADE THE LANDMARK STADIUM AND

COMMUNITY HALL – creating the sports hub

D.8. FORMALISE THE INFORMAL TRADE

D8



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Figure 24 - KwaMnyandu Node: Medium Term Investment Framework

D.9. INTERMODAL FACILITY – upgrading the

Kwamnyandu Station to include retail, linked

with a taxi facility on the northern edge of the

rail.

D.10. PEDESTRIAN BRIDGE OVER

MANGOSUTHU HIGHWAY – providing safe

pedestrian crossing to the intermodal facility

and station



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Figure 25 - KwaMnyandu Node: Long Term Investment Framework

D.11. REZONING OF THE NODE – to encourage a

successful urban node and the restructuring of

the road network.



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The urban design layout proposal for the KwaMnyandu node also

supports the economic vision and potential of this node. The

naturally high concentration of people in this area, mainly from the

train station, supports the idea of investment in a large amount of

Mixed Use activity around this node. The link between the station

and the existing retail and office facilities to the north of this creates

an activity street which can become a lively and vibrant place to

do shopping. Medium density residential development will also help

alleviate the informal settlements in this area and contribute to the

growth of this node. There is a lot of economic potential in this node

because of its strategic position (rail meets road), its central location

and because it is situated between the technikon and the

proposed sports hub. Many people congregate at this node and

increasing retail facilities will support the economic vision of this

node.

Retail facilities to the west of the train station could be more

focused at sporting goods to supplement the sports hub, but could

also include food outlets, restaurants or cafés to meet the demand

of spectators etc. The northern mixed use developments could also

have a significant food proportion but could become more focused

on supermarket type of developments. This would also go for the

retail component of the proposed station development. Clothing

and accessories is another retail component that could work well as

there will be a high concentration of people in and around these

Mixed Use developments.



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5.1 Urban Structure


illustrated by Figure 26 overleaf. The urban structure of this node


The node is accessed via route 2003 off the M30

(Mangosuthu) Highway which serves as the primary access

route to and through uMlazi.

The node is structured around a structured business centre

and defined by a localised outer ring route with activities

contained within.

Taxi and bus public transport facilities within the node are

spaced in such a manner that the node is deemed highly

accessible from various modes of transport.

Although very little activity currently occurs outside the

business complex, improved links to Veni Yeni Road could

allow for more active edges along these routes.

A possible north/south link within uMlazi as an extension of

MayiBuye Drive might influence the future structure of this

node toward such a route.


Patterns



The intensity of activities is guided by the accessibility of the

node from both the M30 as well as the Lindo Kuhle Station

and the majority of land from there is earmarked for Mixed

Use 1 (Retail and Office) uses. The most intensive built form

patterns are envisaged around these access points. These

higher intensity areas correspond to the accessibility

provided by public transport facilities in these areas.

The majority of the remaining land is earmarked for Mixed

Use 2 (Retail, Office and Residential) uses to allow for high

flexibility of land uses within the node.

Higher density residential land uses are proposed adjacent

to the proposed commercial areas to fully utilize the

opportunities and land potential within this node.

5. UMLAZI W NODE



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Figure 26 – UMlazi W Node: Urban Structure



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Figure 27- UMlazi W Node: Activity and Intensity Patterns



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The long term urban form vision illustrated by Figure 28 below:

Figure 28- UMlazi W Node: Urban Form Vision



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Transport

The internal circulation of this node should create a balance

between vehicle access and pedestrian safety. It is proposed that

the inner core of the node should be reserved only for pedestrian

purposes and expand on the current plaza areas. The existing

circular ring route around the plaza will need to be upgraded to

accommodate envisaged additional traffic. The proposed link

roads should be investigated and developed appropriately.


The uMlazi W-Node is situated just to the north-west of the

Mangosuthu-KwaMyandu Node, and sits just to the north of the M30

highway. This node was originally designed and designated as the

town centre node which can be seen by its build-up of various

government service infrastructures. In terms of commercial

requirements, this node services some of the needs of the more

western areas of uMlazi with its large number of government service

centres and administration facilities, and formal and informal

commercial activities. The role of this node can also be seen as a

„special‟ role due to its high level of public sector facilities. People

within uMlazi will travel to this node to make use of the services

offered as they are not offered anywhere else in uMlazi.

There is a fair amount of economic activity within this node, but it is

minimal in terms of the activity that should be generated given its

infrastructural capacity. There are a number of formal and informal

commercial businesses which serve the surrounding population and

also provide employment to a number of uMlazi residents.

Due to the large number of residential properties within the V-node,

the proposal of a large amount of Mixed Use 2 development in this

area is justified. The implication of this concept is that many of the

existing commercial properties will need to undergo alterations or

will need to be totally redeveloped to accommodate the above

residential component. This will however draw many more people

into this area for both commercial and residential needs.

The green open spaces will also create a more relaxed environment

and will make this area attractive for shopping and especially for

office development. The medium-density residential development

just north of the M30 will also allow more people to move into this

area to take advantage of the opportunities created by the large

investment in office and retail facilities.

Many employment opportunities will be created in this area due to

the provision for retail and office facilities. Many businesses in the

area which are currently informal and operating from containers or

other informal structures can take advantage of the large amount

of new office and retail space that will be made available, and

more people will eventually start to congregate in this node.

Residential



NODES: UMlazi W

STATUS QUO: Formal houses and informal settlements. 80% formal

and 20% informal.





and retail. Negotiations with formal housing owners to sell their


residential.



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Social Facilities






Environmental



Few open spaces remain in this node and the mixed use 2

areas should be designed to allow for open space areas to

enhance the aesthetic appeal of the node.

The Short Term Investment Framework includes a number of

interventions aimed at improving the open space system

and watercourses in this node, which is supported and

encouraged.






explained overleaf.



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HEALTH



EDUCATION





SERVICES



COMMUNITY/ CIVIC






SPECIAL FACILITIES

Worship 205 802 2 500 people 1500m² 38 82 44








Rugby: 69mx125m


Hockey: 50mx87m

Volleyball: 9mx18m

Basketball: 14mx26m

Netball: 15mx30m




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Figure 29- UMlazi W Node: Short Term Investment Framework

E.1. THE UPGRADE OF MANGOSUTHU HIGHWAY WITHIN THIS NODE – landscaped to provide safe edges for pedestrians and informal traders. E.2. THE UPGRADE OF VENI YENI ROAD, 2003 AND BLESSING MABASO ROAD E.3. REHABILITATE THE EXISTING WATER COURSES AND DEVELOP MANAGED OPEN SPACE SYSTEMS – passive public open spaces E.4. UNLOCKING THE POTENTIAL OF THE BUS DEPOT. LAND – office and retail along the main corridor.



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Figure 30- UMlazi W Node: Medium Term Investment Framework

E.5. UPGRADE THE LINDO KHULE STATION – could include office and retail space. E.6. EVALUATE AND UPGRADE THE TAXI FACILITIES



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5.5.3. Long Term Investment Framework Plan

Figure 31- UMlazi W Node: Long Term Investment Framework

E.7. EVALUATE THE NORTH SOUTH ACCESSIBILITY LINK CONNECTION - from the M35 to Higginson Highway through Mayibuye E.8. INVESTIGATE AN ACCESSIBILITY LINK DIRECTLY BETWEEN W NODE AND KWAMNYNANDU NODE. E.9. OPPORTUNITY FOR A PUBLIC / PRIVATE PARTNERSHIP - to develop a mixed use centre with a strong office component E.10. REZONING OF THE NODE – to encourage the appropriate development to occur.



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Given that a large portion of the land within the W-node consists of

residential settlements, the urban design proposal showing much of

the activity as Mixed Use 2 would support the economic potential of

the node. The area will be able to hold more residents and still cater

for increased retail and office facilities. The W-node has a high

concentration of social services and increasing the capacity of

these services and introducing more services will increase the

economic competitiveness of this node. The upgrading of the Lindo

Khule Station will give more people access to retail facilities within

the node and also allows for a better linkage between this station

and the surrounding residential properties. The use of the bus depot

land for Mixed Use 1 development will also create opportunities for

new businesses to move into the area.

Retail facilities such as clothing & accessories and food stores could

be positioned within some of the Mixed Use development in this

node to meet the demands of the residing population. Restaurants

or cafés could be developed on the edges of the Mixed Use

activity patterns that sit adjacent to the proposed open space and

wetlands. Social service facilities such as pension payout points or

government administration offices could be located within some of

this proposed mixed use activity to keep the concentration of

public facilities high. This gives the W-node a comparative

advantage over the other nodes. A business support centre could

also be located around this node to encourage SMME

development.



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6.1 Urban Structure


illustrated by Figure 32 overleaf. The urban structure of this node is

mainly influenced by the following:

The node is accessed via Ngqwele Road off the M30

(Mangosuthu) Highway which serves as the primary access

route to and through uMlazi. Most of the current and future

active edges would be along this road.

Due to the relatively isolated locality of this node, majority of

its activities are concentrated around the uMlazi Station.

Together with parts of Ngqwele Road, the station area

serves as an Activity Point and defines the extent of

economic activity within the node.

The residential development nature of the area around the

node impact on the availability of land which further

concentrates the potential further activity areas around the

station as well as portions of the Ngqwele Road reserve.


Patterns


33 overleaf. Analyzing the figure it is evident that:

The area will be characterized by a variety of land uses

ranging from open spaces, residential and various mixed

uses. This variety is seen as important in creating a functional

node to serve the far western portions of uMlazi i.


the existing stationcomplex, and at the M30/ Ngqwele Road

intersection. These higher intensity areas correspond to the

accessibility provided by public transport facilities in these

areas.

Due to the high numbers of residential units and the

potential conflict between these residents and the high

traffic volumes experienced in the area, attention to safe

pedestrian passage and social and recreational facilities

(i.e. open spaces) are vital.

6. UMLAZI STATION NODE



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Figure 32 - UMlazi Station Node: Urban Structure



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Figure 33 - UMlazi Station Node: Activity and Intensity Patterns



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6.3 URBAN FORM VISION

The long term urban form vision is illustrated by Figure 34 below:

Figure 34

Figure 34 - UMlazi Station: Urban Form Vision



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Transport

The intersection between the M30 Highway and Ngqwele Road will

need to be upgraded to structure and manage future economic

activity around this intersection. Ngqwele Road will need to be

upgraded to provide sufficient access and space for potential

economic activities along this route.


The most western node is the uMlazi Station Node and stretches

from the uMlazi i station down towards the M30 Highway. The role of

this node is a challenge to clearly define as it is situated a fair

distance away from all the other nodes, at the end of the railway

line. Given the abovementioned elements, it can be assumed that

transport makes up the main role of the node. This node is the last

link of road to rail, and is also surrounded by a large amount of

residential activity, which allows the node to see much passing

activity. There is some formal and informal activity that is situated

around the station; but, the main reason for people visiting this node

would be for transportation purposes.

The provision for more open public space in this node can be

justified by the investment in medium-density residential facilities

which will make available land, previously occupied by low-density

single-stand properties. This will also allow for an investment in

mixed-use 2 types of development. The Mixed Use 1 development

at the intersection of the M30 and Ngqwele Road will create a more

defined entrance towards the train station and proposed retail or

office developments around the station.

The Mixed Use 3 development just south-west of the station will

transform an area that is already economically active into a busier

Mixed Use commercial area, attracting a larger number of people

to the area, deferring them from travelling into the CBD for retail

purposes. The provision for retail and office facilities will also look

attractive to entrepreneurs that want to formalise their businesses

and be surrounded by various other types of commercial activity.

The proposed additions to the station to create a Mixed Use

development as well as the Mixed Used development in

surrounding areas will create a large number of jobs and will attract

people to the area. The area will look more attractive due to the

provision of public open space running along the rail line as well as

surrounding the medium-density development and this will attract

more people to the area.

Residential



NODES: UMlazi Station

STATUS QUO: Formal houses and informal settlements; 65% formal

and 35% informal.





and retail. Negotiations with formal housing owners to sell their


residential.

Social Facilities






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Environmental



Developable areas are limited by the location of the railway

line and associated stormwater runoff areas, which have

created wetland areas linking to other drainage lines in the

node.

The maintenance and rehabilitation of these wetland areas

should be included in the Short Term Investment Framework

to allow for management of additional stormwater

generated in the node with increased development.

The need for active public open space in this node has

been identified and forms part of the Short Term Investment

Framework.






explained overleaf.



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Table 3: Social Facilities Provision Table


HEALTH



EDUCATION





SERVICES



COMMUNITY/ CIVIC






SPECIAL FACILITIES

Worship 159 056 2 500 people 1500m² 28 64 36








Rugby: 69mx125m


Hockey: 50mx87m

Volleyball: 9mx18m

Basketball: 14mx26m

Netball: 15mx30m

PRECINCT 3: STATION - UMLAZI STATION NODE



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Figure 35 - UMlazi Station: Short Term Investment Framework

F.1. THE UPGRADE OF NGQWELE ROAD – creating an activity street edge condition F.2. THE UPGRADE OF DINGANI ROAD – improving the street condition and landscaping F.3. UPGRADING THE ACCESSIBILITY LINK, SIBUSISO MDAKANE DRIVE F.4. TAXI FACILITY UPGRADE F.5. REHABILITATE AND REINSTATE THE OPEN SPACE NETWORK F.6. INVEST IN ACTIVE PUBLIC OPEN SPACE – landscaping and providing needed facilities and activities F.7. ENCOURAGE THE REDEVELOPMENT OF THE MIXED USE WITH INCENTIVES –public / private partnership in developing the area for a greater economic development F.8. LANDSCAPING AND DEFINING THE NODE INTERSECTION ON MANGOSUTHU HIGHWAY AND NCQWELE ROAD



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Figure 36 - UMlazi Station: Medium Term Investment Framework

F.9. UPGRADING AND UTILISING ALL AVAILABLE LAND TO ITS FULL POTENTIAL INCLUDING RAIL LAND – opportunity to deck over the rail and develop a retail, hospital and station facility



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Figure 37 - UMlazi Station Node: Long Term Investment Framework

F.10. THROUGH THE REZONING AND PROVIDING THE GREATER VISION OPPORTUNITIES, A NATURAL PROGRESSION FOR BETTER QUALITY DEVELOPMENT COULD OCCUR



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The uMlazi station node acts predominately as a transport hub as

there are currently only a few commercial facilities within the node,

and the station acts as the link between the western residential areas

and the rest of uMlazi. There is however potential for economic

growth in this area due to the lack of facilities, and the urban design

layout compliments this growth vision by proposing Mixed Use 2

development around the node. The Mixed Use 1 development at the

existing station will cater for the needs of the surrounding residents

and commuters and should focus on the low-income durable and

semi-durable goods such as food and clothing. Redevelopment of

the existing light-industrial property just south-east of the station will

attract more light-industrial or service industrial businesses to the area

and the medium density residential developments will free up some

land for this commercial growth.



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7. CONCLUSION

Section two contains the nodal Urban Design Plans for the contextual

area of the M30 Corridor and identified nodes within uMlazi. The

proposed regeneration strategies contained herein is based on

various preceding research reports and consultations with relevant

roleplayers and communities. The urban design plans proposed

herein is thus based on the regional needs of uMlazi as part of the

greater Durban structure, while attempting to address the direct

needs of local businesses and residents.

The urban design plans proposed herein aims to provide guidance for

the future investment and upgrading of these nodes to serve a

specific function as part of a hierarchy of nodes along the M30

corridor.

The result is not only a set of urban design strategies, but also a series

of identified interventions and projects. These projects will be defined

in more detail within the last phase of the project and ultimately lead

to an overall implementation plan to improve the structure, urban

quality and functioning of both the M30 corridor as well as the various

nodes within uMlazi.



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8. IMPLEMENTATION PROGRAMME

The end result of the preceding investigations, development

concepts and design is a development logic which illustrated the

demand and potential supply underpinning the business viability of

the proposed interventions. The section of the report aims to express

in tangible terms the intended interventions within the various nodes

in terms of defining such interventions, placing activities on a

combined timescale as well as addressing the costing and potential

funding sources for such interventions.

This section of the report focused on developing pragmatic strategies

towards not only the implementation of proposed interventions within

the various uMlazi Nodes, but also the sustainable future functioning

of the area. The key focus of this section is the description of a)

phasing plan, b) a funding strategy and c) a management and

implementation programme.

Figure 38 overleaf illustrates the conceptual framework and logic

followed in preparing the proposed implementation framework.

From the Status Quo analysis, discussed earlier in the document,

various development challenges and /or issues which needed to be

addressed were identified and discussed. Related and / or similar

issues were then grouped together within the Spatial Development

Concept phase to form development concepts and designs per

node. These Nodal Design Plans each had specific objectives it

aimed to address within the various uMlazi Nodes. These nodal

designs in turn informed the key intervention projects representing a

culmination of various intentions into a single set of interdependent

development proposals.



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Figure 38 – Implementation Framework Structure



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8.1 Development Issues and Programmes

In order to present a logical progression to the identified projects,

these projects should be seen as addressing one or more of the

following main development issues and/or resulting programmes:

1. Public Transport Enhancement Program,

2. Road Network enhancement Program,

3. Trader Development Program,

4. Unlocking Available Land Program,

5. Pedestrian Space Enhancement Program,

6. Housing Development Program,

7. Education and Social Facilities Program,

8. Investment Promotion Program,

9. Land Use Management Program.

It is important to note that these programmes are not listed in a

prioritised order, but rather represents an interrelated set of focused

themes which will have to be addressed jointly to impact on the

identified challenges relevant to a particular node.

8.2 Project Identification and Description

This Implementation Framework now aims to firstly present an

extensive list of proposed interventions / projects directly stemming

from the Development Concept and Nodal Design plans and

following from various and continuous interactions with local

community members, interested and affected parties and municipal

departments. These projects are grouped according to the nodes

identified within the spatial development concept phase.

Finally each project is briefly expanded into individual projects sheets

to assist in the further implementation of such projects. The format of

these project lists and sheets are designed to assist in the immediate

implementation of the action within the municipality by providing an

overall implementation schedule which will assist the municipality to

plan its own phasing and prioritisation, generate capital funding

projections and guide institutional co-ordination. The individual

project sheets are furthermore intended to provide a framework for

the preparation of detailed Terms of References for each project

towards timeous implementation. The sheets should also guide the

allocation of internal and external identification of resources required

and the allocation of responsibilities. These sheets could furthermore

assist in the initial stages of implementation with funding applications

and motivations all towards the individual implementation of the

projects and the achievement of the set objectives per programme.

An example is illustrated overleaf:



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8.3 Development Phasing

This section summarises the short, medium and long terms priorities of

the implementation framework. From this, the critical phasing and

sequencing of actions are documented and mapped towards

common understanding between the various roleplayers and

implementation agents.

The following phasing principles have been adopted:

Timing of opportunities associated with key activities and

facilities within the various phases will determine priority.

Especially the central attractions and the ability thereof to

serve as catalyst investment to attract future public and

especially private investment within each node respectively.

Although each of the nodes might not be developed at once

or at the same pace, the provision of public services to all

phases are important from the onset of the development e.g.

roads and sidewalk (public realm) improvements.

Commitments from service providers need to be secured as

much as possible.

Landowners’ support to the development, especially the key

components and locality of those components need to align

with the proposed phasing.

Focusing on major impact interventions first to ensure that a

momentum and public is generated early on in the process.

The structuring of public transport including rail, buses and taxis

is seen as pivotal in the systematic restructuring of uMlazi and

will have to be addressed within the first phases of the process

and considered continuously during implementation.

The creation of additional developable space will need to be

addressed within the early phases of the process to allow for

options of investment and relocation of existing functions alike.

The general development within each node is intended to be

implemented within four overarching phases, and the entire nodal

regeneration plan could be implemented over a period of 5-10 years

(Capital dependent). It is anticipated that public funding will

contribute with initial investments in phases 1 and 2 in order to

promote and stimulate private investment in the further phases.

Phase 1 – Improved vehicle and pedestrian

circulation.

Early on in the study it was already acknowledged that the shortage

of space and the congestion of vehicles within most of the nodes and

possibly along the M30 Corridor is one of the critical issues to be

addressed. To this end, improved mobility and circulation of vehicles

and pedestrians along the M30 Corridor as well as internally between

the proposed functions and major land use areas within each node is

vital.



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The benefit of this is threefold. Firstly the congestion and resulting

vehicle and pedestrian conflict could be greatly reduced in certain

areas.

Secondly the improved circulation will furthermore provide various

options for the redirection and restructuring of traffic within uMlazi and

the nodes towards more affective public transport and balancing

vehicle and pedestrian interaction. The relief in direct traffic and the

options of rearranging traffic within and around the nodes is vital for

setting up options of space creation and nodal restructuring.

Lastly, distinguishing between internal and regional distribution

redirecting will further benefit those users not using a specific node as

a destination in that it will provide much quicker access to the rest of

uMlazi without the congestion associated with the current gateway

routes through the area.

This will be important for anticipated large peak volumes associated

with major events such as the 2010 Soccer World Cup event and

future anticipated traffic volumes.

Central to circulation through uMlazi as well as access to the nodes

for both vehicles and pedestrians is the upgrading of the M30 route

and its sidewalks within the various nodes.

Phase 2 – Structuring Public Transport and Bus / Taxi

accommodation

Due to the identity and function of various uMlazi nodes as an

intermodal transport hub, the significant presence of buses and taxi‟s

will need to be retained, but must also be structured and managed

in a manner which will contribute to achieving the overall objectives

of the study.

The restructuring of public transport is vital in unlocking any further

potential within uMlazi although this is intrinsically linked to the

creation of additional developable space. Especially such facilities

nearby rail stations are key to the future public transport function

within uMlazi.

Phase 3 – Public Realm and Facility Enhancement

Together with the upgrading of circulation and public transport

facilities both the public realm and the economic and social facilities

found and needed within each node is seen as vital for the further

economic development of each node.

Firstly the upgrading of sidewalks and dedicated pedestrian

pathways is vital as a large number of the economic activities within

the nodes are dependent on the footfall patrons. This will include

elements of urban environmental upgrading such as paving, space

definition, landscaping and greening, lighting and other security

measures (eg. CCTV cameras) as well as urban furniture. This phase



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will thus still focus on public investment, and is aimed at the human

interaction within each of the nodes.

As part of this philosophy, the required economic facilities such as

trader spaces and shelters as well as required social facilities will be

addressed to ensure that each node is a place to attract and

accommodate pedestrians and promote people interaction.

Phase 4 – Creating additional developable space

By stimulating better circulation and a people orientated place within

the nodes, it is anticipated that a need for additional investment

space for private sector investment will emerge. This should firstly be

guided by the systematic and proper release of certain portions of

public land for purposes of attracting private sector investment within

each node.

Secondly the planned public-private-partnerships in nodes such as

uMlazi W will ensure a responsible redevelopment of current

underutilised public land and buildings.

Lastly, as part of an effort to guide private investment toward the

intended redevelopment of the nodes, proper land use management

systems will need to be put in place to guide the desired land use

and densities within each node while ensuring the trader potential in

each node.

This trade potential is to be extended along the movement desire

lines and this will permit the creation of a range of differing trade

conditions which permit the development of trade responses. These

can range from formal to informal and which can serve both general

or niche markets within each node.

Proposed Implementation Order

In order to co-ordinate the timed implementation of the various

projects, a master programme schedule is provided with all projects

per node and their interdependencies are indicated. Each project is

furthermore detailed in terms of its main implementation phases

toward a more fine grain understanding of the development

sequence and the resulting total timeframe envisaged for each

project.

The resulting Schedule of projects for each node is attached hereto

as Annexure F and should be read in conjunction with the individual

project sheets.



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8.4 FUNDING PLAN

The Funding Plan focuses on two primary objectives. Firstly, to provide

cost estimates for the total development of the precinct broken down

per proposed intervention programme and project. This is furthermore

distinguished in terms of Professional Fees and Capital Investment

values.

Secondly, it aims to identify a funding mix to the development which

will include public funding from various tiers of government and

private investment as well. Where possible the proposed interventions

are linked to existing budgets.

Development Cost Estimates

The cost estimates from the project summary sheets serves as input

into the total development cost estimate for the precinct. Although

all care will be taken to ensure the cost estimates are as accurate as

possible, rough estimates were used in certain instances and these will

be constantly updated toward increasing accuracy as the planning

phases unfold. A multi year costs/cashflow estimate is provided

overleaf to assist in proactive budgeting.

More detailed cost breakdown and estimates per project is illustrated

below:



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Funding Contributions

The funding plan will also outline possible methods of funding both

internally as well as externally, including direct private investments. As

part of this input, the team will assist in the identification of funders/

funding sources and interview possible key funders in an attempt to

provide a platform for joint implementation.

Additional Projects within uMlazi:

Projects Affected Stations Budget

1. Feasibility study

for the

development of

the Fezile Vanto

Market in uMlazi

V

R450 000

2. Feasibility study

for an Agro-

Processing Zone in

Glebe, Ezimbuzini

Node

3. Container Hub on

the P579

4. The National

Stations Precinct

Planning Project

Phase 2, Kwazulu

Natal Region,

eThekwini

uMlazi Station,

Kwamnyandu

Station, Isipingo

Station and other

stations outside

the uMlazi Study

area

Time Line: 22 May

2009

Scope of Project:

Urban

Development

Framework

Proposals for the

development of

various stations

within the

Kwazulu Natal

Region. The plan

is aimed at

achieving long

term economic

growth through

investment in

property.



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8.5 ORGANISATIONAL STRUCTURE

As indicated earlier in the report, the long term and constantly co-

ordinated management of both the implementation of this

framework plan as well as the effective management and

maintenance of the precinct will be essential. The figure below

illustrates the proposed management structure aimed at the further

implementation of the proposals contained herein.

It is envisaged that a dedicated program manager will be allocated

to the overarching project. This person should ideally be permanently

dedicated to the project and might function with external assistance

from time to time. The Program Manager will be responsible for the

daily management and co-ordination of various roleplayers involved

within the implementation of the program.

Various roleplayers will include professional service providers,

government departments and parastatal organisations as well as the

local co-ordination structure. The Co-ordination structure will consist

mainly of technical persons involved in the design and

implementation review of key projects and programmes and might

include senior management from the municipality.

It is envisaged that a regular and structured interaction will take place

with the already established uMlazi Representative Structure. This

structure includes political leaders, key roleplayers and interested

parties. During interactions with this structure feedback will be given

by the various implementation agents and comments, inputs and

assistance will be encouraged from the representative structure.

It is vital that these interactions are constant and effective, firstly

because of the sensitive social nature of the area and secondly

because the proposed large scale capital investment and structure

changes to the area will require constant high level political support

and confirmation that the public interest is constantly served.



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Conclusion

The redevelopment of the identified nodes within uMlazi is rich in

opportunity. It holds the opportunity to create a unique space that

retains and builds onto uMlazi‟s considerable needs and potentials. It

holds the opportunity to develop a systematic series of investment

engines within the previously neglected economy of uMlazi. It holds

the opportunity for invigorating public transport use in the city by

improving convenience and operational efficiency. It holds the

opportunity for developing new trade opportunities and improving

the lot of existing traders.

The development will not happen overnight as many of the

components will only be addressed in the medium to long term. Some

activities rely on the completion of others and will add further time to

completion. Consideration also needs to be given to the effect works

will have on the period during and around the 2010 World Cup with

particular focus of municipal and public resources during this time.

Development will also not occur without disturbing the existing

situation. In fact the scale of proposed change is a challenge not

only to identifying sufficient budget but in conducting development

while creating as little disturbance to current residents and informal

traders who currently trade on exceedingly thin margins. A good

communication strategy is essential together with an inclusive and

multilayered participation structure.

nodal development

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