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ISIPINGO CBD URBAN DESIGN

FRAMEWORK AND 3-D RENDITION

Detailed Urban Design Layout and

Implementation Plan 1N-36296

The Planning Initiative and Team

February 2019

ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

The Planning Initiative and Team Page i

DOCUMENT CONTROL

TITLE: ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

ELECTRONIC FILE: ISIPINGO CBD Detailed Urban Design Layout and Implementation Plan

REPORT STATUS: Client Copy

REVISION NUMBER: 1

CLIENT: eThekwini Municipality

166 KE Masinga Road

Durban, 4001

Velile Ndaba

E-mail: [email protected]

CONSULTANT: The Planning Initiative

P O Box 50660, Musgrave 4062

Tel: 031 3129058

Fax: 0866711510

Email: [email protected]

DATE: February 2019

REFERENCE NUMBER: 1N-36296

PROJECT TEAM: The Planning Initiative

DesigncoLab Architects and Urbanists

Urban Planning and Design Services

Asiye eTafuleni

PGK Technology

Garth Dyer Architectural Graphics

COPIES ISSUED TO: eThekwini Municipality

mailto:[email protected]


The Planning Initiative and Team Page i

CONTENTS List of Tables ....................................................................................................................................................... ii

List of Figures ...................................................................................................................................................... ii

1 Introduction ............................................................................................................................................... 1

1.1 Project Background ........................................................................................................................... 1

1.2 Project Context .................................................................................................................................. 1

Isipingo Regeneration Programme ................................................................................................ 1

Isipingo Regeneration Programme and Urban Design Framework ............................................... 2

Planning Context............................................................................................................................ 3

1.3 Project Study Area ............................................................................................................................. 4

1.4 Project Methodology and Deliverables ............................................................................................. 6

1.5 Purpose of this Report ....................................................................................................................... 6

2 Development Vision, Objectives, Principles and Concepts ........................................................................ 7

2.1 CBD Role and Vision .......................................................................................................................... 7

2.2 Development Objectives ................................................................................................................... 7

2.3 Development Principles ..................................................................................................................... 7

2.4 Concept Plan Options ........................................................................................................................ 8

2.5 Proposed Concept Plan ................................................................................................................... 11

2.6 Proposed Movement System .......................................................................................................... 12

Key Informants from Situational Analysis ................................................................................... 12

Key Conceptual Proposals ........................................................................................................... 17

3 Proposed Urban Design Layout ................................................................................................................ 25

3.1 Introduction ..................................................................................................................................... 25

3.2 Key Urban Design Layout Proposals ................................................................................................ 25

North-South Connectivity and Linkages ...................................................................................... 25

East-West Connectivity and Linkages .......................................................................................... 27

Core Public Spaces ....................................................................................................................... 29

Public Transport Access and Facilities ......................................................................................... 31

Infill Development, Redevelopment and Intensification Opportunities ..................................... 33

Responsive Built Form ................................................................................................................. 35

Public Space and NMT Network .................................................................................................. 40

Trading Facilities and Opportunities ............................................................................................ 42

Green Spaces and Landscaping Structure ................................................................................... 45

3.3 Street Typologies and Sections ........................................................................................................ 47

Phila Ndwandwe Road ................................................................................................................. 51


The Planning Initiative and Team Page ii

New North-South Collector Street Link ....................................................................................... 52

Jadwat Street ............................................................................................................................... 54

3.4 Composite Urban Design Layout ..................................................................................................... 55

4 Transport Network and Proposals ........................................................................................................... 66

4.1 Road Network .................................................................................................................................. 66

4.2 Public Transport Network ................................................................................................................ 70

4.3 Non-Motorised Transport Network................................................................................................. 73

4.4 Parking and Deliveries ..................................................................................................................... 74

5 Land Use Proposals .................................................................................................................................. 76

5.1 Land Use Implications ...................................................................................................................... 76

Introduction ................................................................................................................................. 76

Potential Zoning Implications ...................................................................................................... 77

Development Parameters ............................................................................................................ 77

Sub-Divisions and Consolidations ................................................................................................ 78

Potential Development Yields ..................................................................................................... 78

6 Implementation Plan ................................................................................................................................ 81

7 Conclusion ................................................................................................................................................ 92

LIST OF TABLES Table 1: Basic Facts and Figures ........................................................................................................................ 6

Table 2: Project Methodology Flow Chart and Key Deliverables ...................................................................... 6

Table 3: Proposed MBT Ranking and Holding Capacity ................................................................................... 20

Table 4: Trading Typologies and Trader Numbers .......................................................................................... 44

Table 5: Existing Street Network ..................................................................................................................... 47

Table 6: Street and Public Space Typologies and Proposals............................................................................ 49

Table 7: Existing and Proposed Road Network................................................................................................ 69

Table 8: Proposed PT / MBT Holding and Ranking Facilities ........................................................................... 73

Table 9: Existing Land Use Zoning along CBD Streets ...................................................................................... 76

Table 10: Potential Development Yields ......................................................................................................... 78

Table 11: Implementation Plan ....................................................................................................................... 82

LIST OF FIGURES Figure 1: Study Area .......................................................................................................................................... 4

Figure 2: Study Area .......................................................................................................................................... 5

Figure 3: Concept Plan Options ......................................................................................................................... 9

Figure 4: Final Concept – Hybrid Approach ..................................................................................................... 12

Figure 5: Southern PT System .......................................................................................................................... 13

Figure 6: Southwest PT System ....................................................................................................................... 14


The Planning Initiative and Team Page iii

Figure 7: Western PT System ........................................................................................................................... 15

Figure 8: Northern PT Street ........................................................................................................................... 16

Figure 9: Phila Ndwandwe Road On-street PT System .................................................................................... 17

Figure 10: Proposed Public Transport Network and MBT Movement Systems .............................................. 19

Figure 11: Proposed Pedestrian Priority Network ........................................................................................... 24

Figure 12: North-South Connectivity and Linkages ......................................................................................... 26

Figure 13: East-West Connectivity and Linkages ............................................................................................. 28

Figure 14: Core Public Spaces .......................................................................................................................... 30

Figure 15: Public Transport Access and Facilities ............................................................................................ 32

Figure 16: Infill Development, Redevelopment and Intensification Opportunities ........................................ 34

Figure 17: Responsive Built Form .................................................................................................................... 36

Figure 18: Existing Block Structure .................................................................................................................. 37

Figure 19: Proposed Block Structure ............................................................................................................... 37

Figure 20: Proposed Figure Ground ................................................................................................................ 38

Figure 21: Proposed Building Uses .................................................................................................................. 38

Figure 22: Proposed Building Heights ............................................................................................................. 39

Figure 23: Public Space and NMT Network ..................................................................................................... 41

Figure 24: Trading Facilities and Opportunities .............................................................................................. 43

Figure 25: Green Spaces and Landscaping Structure ...................................................................................... 46

Figure 26: Phila Ndwandwe Road Typical Street Section ................................................................................ 52

Figure 27: New North-South Street Typical Street Section ............................................................................. 53

Figure 28: Sketch Proposal For Jadwat St Pedestrian And Trader Bridge ....................................................... 54

Figure 29: Jadwat Street Typical Street Section .............................................................................................. 55

Figure 30: Public Space, Landscaping and NMT Network ............................................................................... 56

Figure 31: Public Space and Trading Typologies.............................................................................................. 57

Figure 32: Trading Typologies: General Classification ..................................................................................... 59

Figure 33: Trading Typologies : Plan Configurations ....................................................................................... 60

Figure 34: Trading Typologies: Site Utilisation ................................................................................................ 61

Figure 35: Trading Typologies: Management Guidelines ................................................................................ 62

Figure 36: Examples of Trading Typologies ..................................................................................................... 63

Figure 37: Built Form Edges and Heights ......................................................................................................... 64

Figure 38: Composite Urban Design Layout .................................................................................................... 65

Figure 39: Existing Road Network.................................................................................................................... 67

Figure 40: Proposed Road Network................................................................................................................. 68

Figure 41: Proposed Public Transport Network .............................................................................................. 72

Figure 42: Proposed NMT Network ................................................................................................................. 75

Figure 43: Building Numbers to be read with Potential Development Yield Table ......................................... 80


The Planning Initiative and Team Page 1

1 INTRODUCTION

1.1 PROJECT BACKGROUND

The Planning Initiative have been appointed as lead consultants to prepare the Isipingo Central Business

District (CBD) Urban Design Framework and 3-D Rendition (IUDF). They are assisted by a multi-disciplinary

team with members from Urban Planning and Design Services, DesigncoLab and PKG Technology, and sub-

contractors Asiye eTafuleni and Garth Dyer Architectural Graphics. It is stressed that significant work has

already been undertaken in Isipingo, and as clearly stated in the original Terms of Reference (ToR) and the

briefing session, this project is about building on the existing work and not redoing it.

1.2 PROJECT CONTEXT

ISIPINGO REGENERATION PROGRAMME In 2017, correspondence was directed towards the eThekwini City Manager relating to issues of crime and

grime in and around the Isipingo CBD by the local community. In response to this, the Strategic Spatial

Planning Branch was tasked with drawing together a task team of Municipal officials to clean up and improve

Isipingo. The Isipingo Regeneration Programme includes both operational and capital projects. This Isipingo

CBD Urban Design Framework Plan is part of this overall programme.

This team meets weekly. As a result of this, the following actions have been undertaken:

• Blitzes of Isipingo and Prospecton, where illegal activities such as illegal trading, parking, non-

compliant building conditions and so forth were identified and notices issued

• Identification and repair of damaged infrastructure such as stormwater manholes



• Community volunteers were engaged to help with a clean-up

• The flooding of October 2017 resulted in the identification of a review of the Stormwater

Management system in the area, with proposed upgrades

• Identification of social projects such as a potential Drug Rehabilitation Centre and Multi-purpose

Centre

• Identification of planning projects such for the proposed relocation of illegal motor vehicle

workshops into a consolidated site, and this Isipingo CBD Framework Plan

• Identification of problem buildings and initiating processes to address these

The Isipingo Regeneration Programme is intended to be replicable across the Municipality, however, the

sustainability of this model is questioned, even by the Task Team itself. The success of the programme,

according to the Southern ABM, has largely been due to the visibility of municipal employees and law

enforcement. The ABM acknowledges that while a rapid sweep of the area has an impact currently, a strategy

and structures will need to be put in place to ensure that businesses continue to comply with regulations into

the future and that municipal departments continue to effectively manage service delivery and infrastructure

upgrades.

ISIPINGO REGENERATION PROGRAMME AND URBAN DESIGN FRAMEWORK The Isipingo Regeneration Programme, based on the stakeholder engagement presentation by Musa Mbele,

is summarised as follows:

i. The first stage was to capture an analysis of the motor industry and existing business sector within

the Isipingo area as well as understanding the socioeconomic structure of the Isipingo CBD.

ii. Thereafter, addressing the Whoonga related social ills within the Isipingo area was considered a

priority and this included capturing the number of addicts in the area and identifying an ideal drug

rehabilitation facility. A building has been identified, The Palladium night club in Prospecton, and as

a potential rehabilitation centre and is currently in the process of being converted to accommodate

a minimum 30 people. The city is currently pursuing this and seeking funding for the building.

iii. Keep Isipingo Beautiful Association (KIBA) was established to try and perform intensive clean-up of

the Isipingo CBD. KIBA also included a clean-up of the city by municipal officials which was faced with

some challenges as the majority of the people within the Isipingo CBD did not actively participate

and after every clean up, the CBD would return to its original filthy state. The KIBA is currently

working on getting the businesses within the CBD on board and form an association that encourages

each business to be responsible for keeping a spot within the CBD clean including landscaping and

governing truck stops.

iv. The depth and cause of social ills existing with the Isipingo CBD are still not clear and the regeneration

programme is working on identifying all social ills, causes and possible solutions. Research is currently

being undertaken to ensure that all social ills are dealt with accordingly. However, ownership is a

large constraint to the municipality in the Isipingo CBD area as majority of the land is privately owned.

v. Research was also undertaken on the relationship between the taxi industries and the Informal

traders. It was noted that in the Isipingo CBD the link between the taxis and the Informal Traders

cannot be separated and the future city planning should take this notion in to consideration. Placing

the informal traders within the Isipingo CBD should be strategic and ensure that the link between

the taxi associations is not broken.

vi. The Isipingo CBD Urban Design Framework forms part of the regeneration project and its outcome is

to broadly identify key areas within the Isipingo CBD that need improvement spatially and also a



proposal for improving the public realm, particularly the pedestrian routes, informal traders and the

taxi rank.

PLANNING CONTEXT In terms of the Municipal Systems Act, Act No. 32 of 2000, Municipalities are required to prepare a Spatial

Development Framework (SDF) as part of their Integrated Development Plan (IDP), which gives guidance on

the preparation of a Land Use Management System (LUMS) for the area. In accordance with these

requirements, the eThekwini Municipality has prepared their IDP and SDF.

Isipingo is identified as a priority Secondary CBD in need of regeneration and to this end the Isipingo Local

Area Plan including Functional Area Plans and Scheme Review was prepared in 2016, and has been approved

by Council.

Prior to the Isipingo LAP (2016), there were many precinct plans, action plans, and urban design proposals

prepared for the Isipingo CBD, and although some of the recommendations to improve the public realm have

been implemented, most of these plans were never formally adopted and consequently development

continued to be organic and ad-hoc, contributing to the impression that the area is unmanaged.

Further to the above, The Southern Public Transport Corridor (2014), Isipingo Regeneration Programme,

Isipingo Redevelopment Plan (2009), Isipingo Railway Station Retail Facility development, etc. are all of

relevance and will need to be considered in the project.

As described in the tender Terms of Reference:

“The majority of Isipingo is characterized by uncontrolled informal economy activities and dominated by mini

bus taxis. The CBD has been neglected and over the years it has degenerated and the infrastructure has

dilapidated despite the city’s investment in public realm upgrades. Furthermore, the area is characterized by

loss of aesthetics, crime and grime fuelled by drug and substance abuse, incompatible and illegal land uses,

traffic congestion, illegal connections to the municipal services and illegal dumping. There are also no

appropriate/designated areas for pedestrians, which makes it difficult for people to walk within the CBD.”

The stated purpose of this project is to analyse and refine the role of the Isipingo CBD, define a clear spatial

development vision, rationalise the existing CBD layout, and develop detailed urban design in the form of a

3 dimensional block model. The detailed urban design framework is to include the following:

• structured informal trading spaces

• designated areas for public transport (particularly taxis) and NMT facilities

• appropriate location of the proposed pedestrian bridge linking the CBD and the rail station

• appropriate location of the proposed multi-purpose centre

• proposed areas for street upgrades and intersections

• public realm and landscaping proposals

The specific objectives are:

• To establish an understanding of the area including its opportunities and constraints i.e. appropriate

location for a multi-purpose centre.

• To identify suitable areas for informal trade and taxi facilities.

• Analyze the road network and provide recommendation for the closure or reconfiguration of certain roads.

• To indicate areas for pedestrian network as well as areas for non-motorized transport (including the



proposed pedestrian bridge).

• To rationalise the existing Isipingo CBD layout, conceptualise the development vision; and develop a detailed urban design in a form of a 3-dimensional block model.

Bearing in mind that much prior work has been done, a key project objective is to focus on place-making, and

to test proposals such as the proposed pedestrian bridge, the proposed multi-purpose centre, and movement

and access system, including public transport and NMT, in more detail; and to show what the regenerated

CBD could look like.

Various scenarios were investigated in the previous phase of the project and a number of planning concepts

were tested, including in a client workshop, to arrive at an emerging concept that draws the findings and

inputs together. These have been used as the basis for the detailed urban design layout developed in this

phase of the project.

1.3 PROJECT STUDY AREA

The study area for the project is shown in the figures below.

FIGURE 1: STUDY AREA



FIGURE 2: STUDY AREA

Source: EThekwini Municipality (2016)



TABLE 1: BASIC FACTS AND FIGURES

Total Study Area 65.25 ha

Total Number of Blocks 21

Total Number of Parcels 280 Parcels

Building Footprints 291 Buildings (13,2 Ha)

Average Gross Coverage 0.2

1.4 PROJECT METHODOLOGY AND DELIVERABLES

The project methodology, phases and deliverables are summarised in the table below:

TABLE 2: PROJECT METHODOLOGY FLOW CHART AND KEY DELIVERABLES

Phase Key Engagements Key Deliverables

1. Inception • Inception Meeting • Inception Report

2. Situational Analysis • PSC Meeting 1 • Situation Analysis Report

3. Conceptual Framework

• One on one engagements as necessary

• Client Workshop

• Stakeholder focus group session(s)

• PSC Meeting 2

• 2 x Urban Design Concept Plans

4. Detailed Urban Design Layout

• One on one engagements as necessary

• Client Workshop

• Stakeholder focus group session(s)

• PSC Meeting 3

• Detailed Urban Design Layout

5. Urban Design 3-D Modelling

• PSC Meeting 4 • 3-D Model and street level views

6. Implementation Plan and Closeout Report

• PSC Meeting 4

• Closeout Meeting

• Implementation Plan

• Closeout Package

1.5 PURPOSE OF THIS REPORT

This report sets out the outcomes of Phase 4 : Detailed Urban Design Layout and Phase 6 : Implementation

Plan of the project. This builds on the Conceptual Framework Plan options and proposals developed in Phase

3 of the project and has been guided by the interactive conceptual design and stakeholder engagement

process undertaken as part of this phase. This included a design workshop with the PSC to workshop

emerging conceptual ideas with the client team in preparation for developing the urban design concepts.



2 DEVELOPMENT VISION, OBJECTIVES, PRINCIPLES AND CONCEPTS The development vision, objectives and principles are informed by the key findings from the situational

analysis, including stakeholder needs and the key challenges and opportunities identified. These are dealt

with further in the reports prepared for Phase 2 and 3 of the project. The development vision, objectives

and principles have informed and guided the development of concept plan proposals for the Isipingo CBD

(contained in the Phase 3 report), which have formed the basis for developing the detailed urban design

layout.

2.1 CBD ROLE AND VISION

Based on the key findings of the situational analysis the following role and vision has been identified for the

Isipingo CBD:

• Regenerate Isipingo CBD to perform as an integrated economic and transport hub and a functional,

safe and attractive regional service centre for the southern metro area

• Develop the CBD as a vibrant and intensive mixed-use node with a defined urban structure,

supportive public realm and responsive built form and landscaping

• Upgrade the urban infrastructure, amenities and public realm and organise and manage the social,

economic and transport functions of the CBD in an integrated, co-ordinated and inclusive manner

2.2 DEVELOPMENT OBJECTIVES

The development objectives for the Isipingo CBD include the following:

• Social and economic inclusion and regeneration – respond to and address a range of socio-economic

needs and opportunities

• Investment, business, employment and livelihood opportunities – maximise the economic potential

of the CBD

• Supportive urban structure, public realm and built environment – enhance the physical framework

for regeneration and development

2.3 DEVELOPMENT PRINCIPLES

The proposed development principles for the Isipingo CBD are as follows:

Get the Basics Right

• Service delivery, capital investment, urban management and enforcement (in balance with the

former points)

Accessible, Connected, Legible and Walkable

• Accessible and connected CBD precinct (externally and internally)

• Structured, clearly defined and interconnected public space and street network that provides access,

connectivity, walkability, legibility, etc.

• Efficient movement system that maximises land use-transport integration, TOD, economic and social

opportunities, etc.

• Safe and attractive pedestrian environment with key amenities within 500m of public transport

Intensive, Integrated and Inclusive



• Intensive urban hub with access to inclusive socio-economic opportunities

• Supportive development pattern that integrates transport, trade, commercial, social and preferably

residential uses (24 hour activity)

• Responsive built form and landscaping that reinforces the spatial and public space structure

Robust, Resilient and Sustainable

• Robust, flexible and low maintenance infrastructure, landscaping, etc.

Partnerships

• Access to land, urban management, investment, compliance with planning and building regulations

and Municipal By-Laws

• Development of CBD in accordance with an agreed and shared vision

2.4 CONCEPT PLAN OPTIONS

A number of concept plans were developed in the previous phase of the project to test different design ideas

and development proposals for the CBD. This included the following:

• Concept Plan 1 – Previous Urban Design Framework Proposals

• Concept Plan 2 – Current Development Proposals

• Concept Plan 3 – Maximise Infill Development Potential

• Concept Plan 4 – Maximise Public Transport Potential

Figure 3 indicates the above concept plan options and associated proposals. The legend for the concept plan

options is indicated below.

Road

Priority CBD Movement Network

Pedestrian / NMT Priority Route

Pedestrianised Route

Pedestrian Bridge

Public Transport Facility

Market / Pedestrian Precinct

Multi-Purpose Centre / Municipal Facility

Infill Development

Proposed PRASA Mall

Commercial with Public Transport Over

Infill Development with Mixed Use Over

Public Transport with Mixed Use Over

Based on stakeholder engagement and further design consideration, the Concept Plan 3 and 4 options were

combined to develop a preferred concept plan that provided a balance of opportunities for both public

transport functions and infill development potential within the CBD. This preferred concept plan forms the

basis for the detailed urban design layout that has been developed in this phase.



Concept Plan 1 – Previous Urban Design Framework

Proposals

Concept Plan 2 – Current Development Proposals

1. Infill development of MBT rank on private land south

of Jadwat Street, including shopping centre and new

pedestrian street

2. Infill development of MBT rank on private land north

of Jadwat Street, including ground floor commercial

and first floor MBT rank

3. MBT rank and some infill development on municipal

land along Thomas Lane (MPC site)

4. Infill development and MBT rank on land south of

municipal land (MPC site)

5. Public realm and NMT upgrades along other key public

streets within and linking to CBD

6. Public realm and NMT upgrade of Phila Ndwandwe

Road

7. North-south link road and public realm and NMT

upgrade

8. Pedestrian bridge linking Jadwat Street, train station

and Baltex Avenue

1. Upgrade PRASA station and develop retail mall over

rail reserve

2. Develop MPC on municipal land along Thomas Lane,

including MBT facilities and government services;

develop a MBT holding area on lands between MPC

and Alexandra Avenue; convert existing MBT rank on

municipal land along Phila Ndwandwe Road to a

market centre and pedestrianise Church Lane

3. Develop PT feeder facilities at existing MBT ranks on

private land north and south of Jadwat Street;

upgrade of vehicular/pedestrian link to PT feeder

facilities along Jadwat Street

4. Pedestrian bridge linking Jadwat Street, train station

and Baltex Avenue


Road

6. North-south link road and public realm and NMT

upgrade

FIGURE 3: CONCEPT PLAN OPTIONS



Concept Plan 3 – Maximise Infill Development

Potential

Concept Plan 4 – Maximise Public Transport

Potential

1. Multi-storey MBT rank facilities and public housing on

municipal land along Thomas Lane (MPC site)

2. Infill development and MBT rank on land south of

municipal land (MPC site)

3. Redbro building converted for retail and market on

ground floor and MPC and offices on upper floors

4. Linear market along Jadwat Street, new north-south

link and through Redbro building linking to MBT rank

facilities

5. Infill development of MBT rank on private land south

of Jadwat Street

6. Infill development of MBT rank on private land north

of Jadwat Street


Road

1. Upgrade PRASA station and develop retail mall over

rail reserve

2. Develop PT feeder facilities at existing MBT ranks on

private land north and south of Jadwat Street to

create northern, southern and western ranks catering

for 3 main MBT systems (north, south and west)

3. Provide separate northern/western and southern

access systems for new MBT rank facilities

4. Develop MPC on municipal land along Phila

Ndwandwe Road (existing municipal MBT rank

facility), pedestrianise Church Lane and provide for

trading facilities

5. Pedestrianise Jadwat Street and develop a linear

market along Jadwat Street and new north-south link


Road



These concept plan options have been assessed briefly below:

Concept Plan 1

• This option is based on the previous 2011 Urban Design Framework for the Isipingo town centre,

which was developed prior to a number of more recent proposals, such as the MPC, the Isipingo LAP

and the public transport proposals for the CBD.

• The proposal to develop a mix of commercial/mix use development on the ground floor level with a

taxi rank on the roof level (land parcel no. 6), which may be difficult to implement given issues of

land ownership and zoning, high construction cost, management of taxi facilities, etc.

Concept Plan 2

• This option is based on a number of existing proposals, many of which have emerged after the

preparation of the 2011 Urban Design Framework.

• The proposal to develop a MPC on municipal lands (land parcel no. 1) may be difficult to implement

given the very high estimated construction costs.

• The proposal to develop a market at the existing municipal rank (land parcel no. 4) is an

underutilisation of this strategically located and valuable municipal land.

Concept Plan 3

• This option dedicates significant space to infill development but provides limited space for the

provision of taxi ranking and holding facilities within the CBD.

• This could potentially undermine the transport interchange hub function of the CBD and negatively

impact on existing formal businesses and informal trading within the area.

Concept Plan 4

• This option dedicates significant space to taxi ranking and holding facilities but provides limited space

for infill development within the CBD.

• This could potentially undermine the growth and consolidation of the CBD as an economic, business

and employment hub and place greater pressure on surrounding residential areas for business

expansion and encroachment.

2.5 PROPOSED CONCEPT PLAN

On the basis of the above assessment, it is recommended that the Concept Plan 3 and 4 options be combined

to provide opportunities for both public transport and infill development potential within the CBD.

The proposed concept plan seeks to build on existing proposals and initiatives and integrate these into a

robust and flexible framework for the development of the Isipingo CBD that responds to stakeholder needs

and the potential of the CBD as an economic and transport hub. The concept plan adopts a pragmatic

approach that seeks to accommodate public functions on public land and target properties already zoned for

car parking (for “softer” acquisition options). It also aims to achieve an appropriate balance between

different user requirements and the need for both public transport functions and infill development

opportunities within the CBD.

The figure below indicates the overall concept plan developed for the Isipingo CBD.



FIGURE 4: FINAL CONCEPT – HYBRID APPROACH

1. Support upgrading of Isipingo rail station and

development of retail mall through public realm

upgrades and improved pedestrian access

2. Develop an east-west pedestrian priority link

connecting Jadwat Street, Isipingo rail station and

Baltex Avenue

3. Upgrade Phila Ndwandwe Road – upgraded pedestrian

sidewalks, trading facilities, landscaping, street

furniture and public lighting

4. Develop a parallel north-south street connecting

Watson Road and Thomas Lane

5. Consolidate taxi ranking facilities

6. Release existing bus rank on municipal lands along

Phila Ndwandwe Road for redevelopment

7. Support mixed use/commercial infill development

along Jadwat Street

8. Support redevelopment of Redbro building

9. Pedestrianise Jadwat Street and develop a covered

linear trading market

10. Upgrade public realm and pedestrian sidewalks along

east-west

11. Support new PT facility to the east of the Isipingo rail

station (Prospecton side)

12. Support medium / high density residential infill

development

13. Support Kantu Road housing development and

increase yield

14. Develop trading facilities and landscaped linear

market space at high pedestrian footfall areas

adjacent to taxi drop-offs and ranking facilities and

priority pedestrian linkages

15. Consider development of air rights over taxi rank

facility, including additional levels for taxi ranking,

structured car parking.

2.6 PROPOSED MOVEMENT SYSTEM

The proposed concept plan must be supported by a movement system that is not only safe and efficient but

that also promotes the development of a connected, accessible, walkable and legible CBD. The key aspects

of the movement system are assessed and outlined below.

KEY INFORMANTS FROM SITUATIONAL ANALYSIS In essence, there are three (3) core Public Transport systems currently operating within the Isipingo CBD,

which are undertaken predominantly by Mini-Bus Taxis (MBTs). These systems are summarised as follows:

• 1 – Southern PT Systems, which is further sub-divided into two (2) sub-systems

o 1A – south system serving the Galleria (Amanzimtoti) and KwaMakhutha area

o 1B – south-western system serving Ngolela, Felekisi, Folweni and uMbumbulu



• 2 – Western PT System serving the Umlazi and western residential townships

• 3 – Northern PT System that serves the Durban CBD and northern-eastern commercial nodes

In addition, there is a very localised ranking that is undertaken along Phila Ndwandwe Road as illustrated

below, which system is predominantly alighting MBT passenger trips.

The various system information was derived from key planning documentation and reports including the

Isipingo Local Area Plan (LAP) report (January 2016), the Isipingo LAP Transportation Framework Plan

(January 2016) and in-house PT study prepared by the ETA Branch: Public Transport Planning (June 2018).

2.6.1.1 SOUTHERN PT SYSTEM (1A)

• This is a system being operated from the formalised Galleria Rank to the South of Pardy Road

• The system serves amongst others Galleria (approx. 8km) and KwaMakhutha (approx. 9.5km) directly

to the south of Isipingo

• The vehicles of the system approach from the south on Phila Ndwandwe Road, and mostly utilise the

M35 Road

• The total daily passenger demand (i.e. boarding) for this system was estimated at 7,600 passengers

in the year 2015

• The 2030 projection of MBTs in the system was determined at 290 vehicles as per the ETA PTP study

FIGURE 5: SOUTHERN PT SYSTEM

2.6.1.2 SOUTHWEST PT SYSTEM (1B)

• The system is operated from four (4) informal ranks in the southern extend of the CBD, which

includes:

o Rank 2 – Ngolela Rank (closed during surveys) –operating on the north-eastern quadrant of

the intersection of Pardy Road / Watson Road

South PT Movement System

SOUTH PT Movement System

Rank No. Rank Name # destinationsBoarding Passenger Demand

Total# Vehicles (year 2030)

TotalAM Peak Off-Peak PM Peak Ranking Holding

1 Galleria 10 1211 3554 2842 7607 97 193 290

TOTAL (Pax) 7607 TOTAL (Vehs) 290



o Rank 4 – Felekisi Rank is an informal rank operating with the road reserve, and predominantly

raking at the intersection of Kajee Street / Hillview Place

o Rank 5 – Folweni Rank is located to the east of Watson Road between Lotus Road and Chan

Road, and is an informal facilities and associated infrastructure

o Rank 8 – uMbumbulu Rank is located on municipal-owned land to the west of Watson Lane,

and the rank has partial formal improvements including paving

• The total boarding passenger demand from the ranks was determined at approximately 22,000

passengers during a typical weekday in the year 2015

• Based on the ETA PTP study, the vehicles from this system was calculated at 992 for the 2030 forecast

year

• The operations are mid-distance type services, varying between 30 to 60km in length

• The MBTs approach the CBD from the south and south-west via Mfundi Mngadi Drive and Sipho

Mkhize Drive (M35) respectively

FIGURE 6: SOUTHWEST PT SYSTEM

2.6.1.3 WESTERN PT SYSTEM (2)

• This is a system being operated from an informal rank within the road reserve at the south-eastern

quadrant of the intersection of Inwabi Road / Thomas Lane / Bally Road

• The vehicles predominantly traverse along Inwabi Road and approaching the CBD from the west

• The services are predominantly short-distance trips mostly in the region of 10km less in length

• The total daily passenger demand (i.e. boarding) for this system was estimated 3,200 passengers in

the year 2015

• The 2030 projection of MBTs in the system was determined at 46 vehicles as per the ETA PTP study

SOUTH-WEST PT Movement System




2 Ngolela n/a n/a n/a n/a n/a n/a

4 Felekisi 11 695 2563 2618 5876 146 291 437

5 Folweni 13 711 4876 4441 10028 108 217 325

8 uMbumbulu 15 564 2921 2737 6222 77 153 230


South-West PT Movement System



FIGURE 7: WESTERN PT SYSTEM

2.6.1.4 NORTHERN PT SYSTEM (3)

• The system is operated from two (2) informal ranks, one (1) formal rank and the road reserve as

follows:

o Rank 3 – Mobeni Rank operating from Hillview Place serving the Mobeni commercial node

and Mobeni Heights residential township

o Rank 5 – Durban Rank is an informal rank bounded by Alexandre Avenue in the north and

Jadwat Street in the south, and serves a multitude of destinations, with some destinations

located in the south and west as indicated in an annexure of the ETA PTP study

o Rank 7 – Bus Rank is a formal rank to the south-west of the intersection of Phila Ndwandwe

Road and Church Lane, and exclusively housing MBTs only

o Bust Stop – This is a bus stop opposite Rank 7 which services the bus operations within the

Isipingo CBD, and operates within the Phila Ndwandwe road reserve

• The total boarding passenger demand from the ranks was determined at approximately 29,000

passengers during a typical weekday in the year 2015, and is the most dominant of other PT systems

• Based on the ETA PTP study, the vehicles from this system was calculated at 1,318 for the 2030

forecast year

• As this system includes multiple destinations, the MBTs subsequently approach the CBD from the

south via the M35, west via Inwabi Road and north via Old South Coast Road, the R102 and N2

freeway

WEST PT Movement System




9 Umlazi 7 813 1274 1110 3197 15 31 46


West PT Movement System



FIGURE 8: NORTHERN PT STREET

In addition to the main systems operating from the formal and informal ranks, there is a very localised system

operating along Phila Ndwandwe Road just south of Pardy Road and north of Church Lane as indicated below.

2.6.1.5 PHILA NDWANDWE ROAD ON-STREET PT SYSTEM

• This is a system being operated from within the road reserve on Phila Ndwandwe Road between

Pardy Road in the south and Church Lane in the north

• The extent of operations is approximately 450m in length, with a majority being alighting passengers

(18,700 pax) with marginal boarding (360 pax) during a typical weekday

• A significant proportion of operations are for the northbound movement, with marginal (< 1%)

southbound passenger demand

North PT Movement System

NORTH PT Movement System




3 Mobeni 1 898 525 266 1689 7 15 22

6 Durban 19 2078 8502 7440 18020 336 673 1009

7 Bus Rank 7 2694 3322 2216 8232 96 191 287

10 Bus STOP 15 378 369 785 1532 n/a n/a n/a




FIGURE 9: PHILA NDWANDWE ROAD ON-STREET PT SYSTEM

2.6.1.6 IPTN INTEGRATION

• The C2 Rapid Rail Transit (RRT) corridor comprises the core north-south rail route that will provide

considerable capacity once the rail upgrade has been undertaken and the feeder systems are

implemented

• It is envisaged that the C2 RRT will be served by a road-based feeder network intended to increase

the catchment area for the rail corridor

• The conceptual framework considers the principles of the C2 RRT system from an implementation

and operationalisation perspective, including infrastructure requirements for the envisaged road-

based feeder system and non-motorised transport provision

KEY CONCEPTUAL PROPOSALS

2.6.2.1 MINI-BUS TAXIS

The mini-bus taxi (MBT) movements and facilities need to be reorganised to improve efficiencies, allow for

the upgrade of facilities, avoid/reduce conflicts with other activities and support public transport, pedestrian

movement, local business and informal trader activity. This includes the following:

• Consolidate MBT holding and ranking into new upgraded facilities on rank no. 6 and 8.

• Provide for a double-storey rank where topography allows at grade access to both levels.

• Consider air rights development over MBT holding facility as a response to TOD potential within

walking distance of the CBD and PT facilities, including potential high-density housing provision.

• Continued utilisation of other smaller ranks subject to negotiation with stakeholders.

• Aim to accommodate around 1,750 MBT bays in the short to medium term.

• Allow for 2/3 MBT holding to 1/3 MBT ranking ratio as per ETA and KZN DoT standards.

ON-STREET PT Movement System

Rank No. Rank Name # destinationsAlighting Passenger Demand



north Phila N. Rd n/a 5787 6930 5797 18514n/a n/a

south Phila N. Rd n/a 75 34 3 112

TOTAL (Pax) TOTAL (Vehs) 0

Total Alighting 18626

Boarding Vols. 355

On-Street Movement System



• MBT ranking focused in central CBD areas and on lands owned by Council or already zoned for public

parking.

• Provide integrated ablutions, offices, trader infrastructure, storage and any other associated

facilities.

• MBT holding located predominantly on the Council owned site previously identified for the MPC

facility.

• Develop MBT drop-off lay-byes along Phila Ndwandwe Road to support existing taxi movements,

formalise access, provide some informal trading opportunities, etc.

• Maximise the economic potential of MBT ranks through the design of related public spaces.

• Rationalise the routing of MBTs to reduce congestion – subject to detailed design and stakeholder

engagement.

• Develop MBT drop-off lay byes along the North-South Street to generate opportunities for informal

trade.

• Provide for flexibility in accommodating the northern, southern and western MBT movement system

needs, changes to PT vehicles in future, etc. The overall provision in the concept plan is sufficient and

allows for detailed layout options subject to further investigation and stakeholder engagement.

• Proposals allow for MBT or future midi-buses to provide feeder services for the IPTN (in terms of

height and turning space), not full size or articulated buses given the fine-grained street network in

the CBD.

• Bus bays could potentially be accommodated along Phila Ndwandwe Road and the potential

Prospecton rank.

• Allow for future growth in MBT’s through additional floors over PT facilities, rooftop provision over

developments, (e.g. rank no. 1), potential future Prospecton rank, etc.

The figure below indicates the proposed MBT transport network to support the IPTN and rationalise MBT

movements and ranking and holding facilities.

Based on the above approach, the concept plan proposes the following proposals to rationalise the system

and to accommodate the requirements for taxi ranking and holding space to serve each of these systems:

separate ranking and holding facilities to accommodate each of the 3 systems and aims for separate

rationalised routing to reduce congestion.

This is based on available desktop information and confirmation through aerial photography and on the

ground study area inspections.

The calculations utilise the ranking and holding formulas utilised in the ETA’s public transport study for

Isipingo and applies them to the various taxi ranking and holding facilities identified in the Isipingo CBD.



FIGURE 10: PROPOSED PUBLIC TRANSPORT NETWORK AND MBT MOVEMENT SYSTEMS



TABLE 3: PROPOSED MBT RANKING AND HOLDING CAPACITY

No. PT Facilities Location Proposed

Main Destination

Site Area (m2)

Useable Area (m2)

Proposed MBT Bays

Proposed MBT

Holding Bays

Proposed MBT

Ranking Bays

Proposed Car

Parking Bays

Comments / Assumptions

1 KwaMakhutha Rank

S S 3,446 2,757 72 61 11 41 Proposed bays based on Shoprite

proposals; 85% holding & 15% ranking

2 Ngolela Rank S S 1,012 810 53 45 8 85% holding & 15% ranking

3 Mobeni Rank S S 1,612 1,290 85 72 13 85% holding & 15% ranking

4 Felekisi Rank S Uncertain 0 0 0 0 Relocated to new ranks

5 Folweni Rank S /

Central S 10,626 0 0 0 0 Infill development (potential SC & MU)

6 Durban Rank N /

Central S 8,444 4,503 300 200 100

Infill development on 1/3 of site; 2/3 holding & 1/3 ranking

7 Bus Rank N 2,052 0 0 0 0 Infill development (potential MPC &

MU)

8 Umbumbulu / Emfume Rank

N N, W, S 28,754 19,188 1,279 853 426 Total

8A Northern & Western Rank

N N, W 16,725 13,380 892 595 297 Northern portion double level &

southern portion single level; 2/3 holding & 1/3 ranking

8B Southern Rank N N, W 7,260 5,808 387 258 129 Single level; 2/3 holding & 1/3 ranking

8C Redbro Portion 4,769 0 0 0 0 Redevelopment (potential MU)

9 Umlazi Rank Uncertain 0 0 0 0 Relocated to new ranks

10 Phila Ndwandwe Road Drop-Offs

Isipingo 430 215 27 0 27 50% MBT linear drop-off laybyes along

northbound edge

11 North-South Street Drop-Offs

Isipingo 240 120 15 0 15 50% MBT linear drop-off laybyes along

single side of street

Total 56,616 28,882 1,831 1,231 600 41 2/3 holding to 1/3 ranking split

Notes: 1. MBT – Mini-Bus Taxis 2. Useable Area – excludes 20% deducted from Site Area for circulation requirements 3. Proposed MBT Bays – no. of MBT bays calculated at 15m2 per MBT bay 4. Utilisation of smaller ranks (no. 2, 3, and 9) subject to negotiation with stakeholders 5. Rank no. 10 and 11 calculations based on length of public transport lane along roads divided by 8m bay length per MBT



6. Phila Ndwandwe Road (S-N) – approx. street length available between Police Station Road and Church Lane junctions (i.e. one block either side of roundabouts) = 120m + 70m + 110m + 70m + 60m = 430m (i.e. excluding junctions for side streets)

7. North-South Street (S-N) – approx. street length available between Pardy Road and Alexandra Avenue junctions (i.e. aligned with roundabouts along Phila Ndwandwe Road) = 80m + 80m + 80m = 240m (i.e. excluding junctions for side streets)

8. Phila Ndwandwe Road linear drop-off lay-byes could potentially accommodate buses in the future 9. Potential Baltex Avenue rank could accommodate a further 224 MBT bays (30m x 140m = 4,200m2 x 80% / 15m2 = 224 MBT bays) or buses in the future 10. Rank No. 1 could possibly accommodate a further 170 MBT on the roof (3,200m2 x 80% / 15m2 = 170 MBT bays) or buses in the future



2.6.2.2 PRIVATE VEHICLES (INCLUDING COMMERCIAL DELIVERIES)

Adequate provision also needs to be made for private vehicle movements, parking and delivery requirements

within the CBD. The following high-level approaches are proposed, subject to more detailed studies and

stakeholder engagement:

Car Parking

• Currently, on-street parking is provided on the Class 4/5 roads traversing in an east-west direction

within the core of the CBD, which include Pardy Road, Kajee Street, Jadwat Street, Alexandra Avenue

and Church Lane, including Thomas Lane (north-south).

• It is envisaged that with the consolidation and formalisation of the MBT ranking and holding facility,

together with the rationalisation of service, sufficient capacity will be available for on-street parking

in line with the ultimate urban development framework to be adopted.

• However, on-street parking provision will be undertaken with relevant ETA guidelines and standards

where available, whilst taking cognisance of the private vehicle ownership rates for Isipingo

published in the ETA Traffic Impact Assessment Manual (R18 – Isipingo Environs).

• New commercial/mixed use development and redevelopment proposals MUST include appropriate

on-site parking provision.

Commercial Deliveries

• It is noted that loading bay requirements are indicated in the relevant Town Planning Schemes of the

eThekwini Municipality.

• The scheme makes provision for three (3) types of delivery vehicles, including an articulated heavy

vehicle (WB50), a rigid delivery truck (Standard Unit –SU) and light delivery vehicle / bakkie (LDV).

• The minimum loading requirements are based on a proposed floor area for new development within

municipality.

• In light of Isipingo being a historic town centre, it is anticipated that retail development within the

core CBD might not comply with the minimum requirements.

• Therefore, consideration would need to be made on amongst others the relaxation of minimum

requirements, restriction of delivery vehicles, especially articulated vehicles, to certain roads, sharing

of bays for parking and loading at various times of day (staggered operations), etc.

• Rem of Erf 590 (6 Jadwat St) is currently used as the Pick ’n Win delivery yard but is owned by the

Municipality and is proposed as an essential part of the pedestrian priority public domain. Alternative

delivery arrangements for Pick ‘n Win will accordingly need to be investigated.

• The details on freight / delivery vehicles will further be assessed upon adoption of conceptual layout

for the detailed urban design layout.

One-Way System

• Review of the one-way system within the core Isipingo CBD is defined by Kajee Street (westbound),

Jadwat Street (eastbound), Alexandra Avenue (westbound), section of Thomas Lane (northbound)

and Church Lane (eastbound) to improve overall connectivity and legibility. In general, 2 way streets

are preferred.

• Detailed analysis of the road network and recommendations for the closure or reconfiguration of

certain roads where appropriate (including the one-way network) will be included in the detailed

urban design stage.



2.6.2.3 NON-MOTORISED TRANSPORT

Non-motorised transport (NMT) is a priority for the CBD and needs to be supported through a range of

interventions and measures:

• Reconfiguration of Phila Ndwandwe Road reserve to provide for optimal NMT

• Clearly defined pedestrian space

• Integrated design of space for street trading

• Pedestrian priority streets – traffic calming, sidewalk definition, etc.

• Pedestrian priority for, or pedestrianisation of, Jadwat Street

• Pedestrian bridge over Phila Ndwandwe Road to the proposed PRASA Retail Mall

o optimise circulation, convenience and economic opportunity – Brook Street precedent

o location aligned with Baltex Avenue

• Refer to section below for further pedestrian proposals

The figure below indicates the proposed pedestrian priority network linking key public transport facilities,

streets and areas within the Isipingo CBD.



FIGURE 11: PROPOSED PEDESTRIAN PRIORITY NETWORK



3 PROPOSED URBAN DESIGN LAYOUT

3.1 INTRODUCTION

The proposed urban design layout builds on the vision, objectives,

principles and conceptual proposals outlined above and is underpinned by

a number of proposals with regard to strengthening connectivity and

linkages, improving public spaces, transport and facilities and encouraging

responsive infill development and intensification.

3.2 KEY URBAN DESIGN LAYOUT PROPOSALS

A number of key proposals have been identified to transform the CBD into

an intensive, inclusive, connected, walkable and legible urban

environment:

• North-South Connectivity and Linkages

• East-west Connectivity and Linkages

• Core Public Spaces

• Public Transport Access and Facilities

• Infill Development, Redevelopment and Intensification

Opportunities

• Responsive Built Form

• Public Space and NMT Network

• Trading Facilities and Opportunities

• Green Spaces and Landscaping Structure

NORTH-SOUTH CONNECTIVITY AND LINKAGES The Isipingo CBD forms part of a major metropolitan development and

transport corridor connecting the southern areas of eThekwini and KZN to

the Durban CBD and Port. North-south connectivity and linkages within

and surrounding the study area are critical for providing access to the CBD

from areas to the south and north and also for providing internal linkages

and access within the CBD.

Key Issues and Challenges

Key issues and challenges with respect to improving north-south

connectivity and linkages are as follows:

• Phila Ndwandwe Road and Wilcox Road provide the main north-

south linkages within and adjoining the Isipingo CBD.

• Phila Ndwandwe Road currently experiences congestion as a

result of the friction between through vehicular traffic, on-street

deliveries, inadequate space available for pedestrian walkways,

unsafe crossing of pedestrians, and the concentration and

encroachment of trading activities within the road reserve.

• There are no adequate direct north-south links parallel to Phila

Ndwandwe Road within the Isipingo CBD, which undermines

north-south connectivity and access within the CBD.

The urban design objective and proposals for improving north-south

connectivity and linkages are outlined below.



Urban Design Objective and Proposals

Improve north-south connectivity and upgrade the public realm, NMT and

landscaping along the existing and proposed north-south streets within the

Isipingo CBD.

1. Reconfigure Phila Ndwandwe Road to ensure an attractive environmental

quality, adequate pedestrian infrastructure and safety, provide for public

transport access, formalise and improve trading facilities, provide a

consistent landscaping treatment that includes SUDS, etc.

2. Develop a continuous and connected north-south street that links Thomas

Lane in the north and Watson Road in the south, providing an alternative

north-south link, high street and public space within the Isipingo CBD parallel

with Phila Ndwandwe Road. Parts of the existing road will be reconfigured.

The preferred alignment – shown – requires acquisition of property.

3. Incentivise the utilisation of Wilcox Road as the main mobility route for

vehicular through traffic within the study area and to help reduce traffic

volumes, congestion and associated impacts along Phila Ndwandwe Road.

4. Extend the southern end of Gokul Road (at its intersection with Alexandra

Avenue) to connect to Jadwat Street to improve north-south connectivity

within the north-western portion of the CBD. (requires acquisition of

property)

5. Establish a new north-south street between Jadwat Street and Kajee Street

to improve north-south connectivity and provide access for deliveries.

FIGURE 12: NORTH-SOUTH CONNECTIVITY AND LINKAGES



EAST-WEST CONNECTIVITY AND LINKAGES The Isipingo CBD forms is situated between the Isipingo and Umlazi

residential areas to the west and the Prospecton industrial area to the

east. East-west connectivity linkages within and surrounding the study

area are critical for providing access to the CBD from the surrounding

residential and industrial areas and for linking to the rail corridor and

Isipingo rail station.


Key issues and challenges with respect to improving east-west

connectivity and linkages are as follows:

• There is poor east-west connectivity between the Isipingo CBD in

the west and the Prospecton industrial precinct to the east.

• The east-west streets provide important connections between the

Isipingo residential areas to the west and the Isipingo CBD and

Phila Ndwandwe Road to the east.

• The east-west streets provide important linkages between the

major MBT ranking and holding facilities to the west, the existing

local businesses, Phila Ndwandwe Road and the Isipingo Rail

station to the east.

• The east-west streets within the CBD core are intensively used for

trading, pedestrian access, parking and deliveries.

• Some of the east-west cross linkages within the CBD have very

narrow road reserves / street widths with limited pedestrian

sidewalk space and may need to remain as one-way systems to

ensure that adequate space can be provided for pedestrian

movement and other public space requirements.

• Some of the east-west cross linkages do not connect onto Phila

Ndwandwe Road, including Clark Road, and the Isipingo LAP

proposes that Clark Road be connected to Phila Ndwandwe Road

and extended to link up with Sulageni Road to the west.

The urban design objective and proposals for improving east-west

connectivity and linkages are outlined below.




Improve east-west connectivity and upgrade the public realm, NMT, trading

facilities and landscaping along the key east-west cross-linkages within the

Isipingo CBD.

1. Develop Jadwat Street as the primary east-west pedestrian linkage

connecting the Isipingo CBD and PT facilities to Isipingo rail station, mall and

Prospecton. Support the pedestrianisation or pedestrian priority on Jadwat

Street, subject to the provision of adequate (periodic) managed access for

deliveries to local businesses along Jadwat Street.

2. Reconfigure and re-align Alexandra Avenue to support the new north-south

street and PT / MBT facilities and convert to a two-way system to

compensate for the pedestrianisation of Jadwat Street.

3. Improve the public realm, NMT, trading facilities and landscaping along the

other key east-west cross-linkages within the CBD.

4. Upgrade Inwabi Road, and use this and Saunders Avenue to provide the main

linkages to the new north-south street from Phila Ndwandwe Road at the

northern and southern ends respectively.

5. Extend Clark Road to connect with Sulageni Road and Inwabi Road further to

the west and provide an arterial route connecting Umlazi to Phila Ndwandwe

Road, the N2 corridor and Prospecton industrial precinct.

FIGURE 13: EAST-WEST CONNECTIVITY AND LINKAGES



CORE PUBLIC SPACES Suitable public spaces are essential to the successful functioning and

performance of a CBD in terms of providing for pedestrian movement,

spaces and access for business and trading opportunities, spaces for social

interaction and recreation, visual relief from the built environment, etc.


Key issues and challenges with respect to core public spaces within the

CBD are as follows:

• There is a lack of dedicated public space within the CBD with the

street network providing the main core of the public space

network.

• The lack of core public spaces undermines the performance and

legibility of the Isipingo CBD by failing to provide adequate space

for public uses and activities such as civic and social events and

trading opportunities and providing spatial and visual relief from

the built-up character of the CBD.

• Public space activities are currently focused along the main CBD

streets, many of which are narrow and have insufficient

pedestrian space to safely and adequately accommodate

pedestrian movement, trading activities and access to businesses.

The urban design objective and proposals for improving core public spaces

are outlined below.




Develop new core public spaces within the heart of the Isipingo CBD to

accommodate a range of public activities including pedestrian movement, civic

and social activities, trading facilities, etc. These core public spaces will also

provide access to and connect the public transport facilities, local businesses and

community facilities within and surrounding the CBD.

1. Develop a core public space along the new north-south street connecting the

PT / MBT facilities via Jadwat Street to Isipingo rail station. This public space

will accommodate significant numbers of trading facilities adjoining a major

PT / MBT facility together with hard and soft landscaping and support

facilities including secure storage and public ablutions.

2. Develop a core public space along Jadwat Street connecting the CBD and PT

/ MBT facilities to the Isipingo rail station and the Prospecton industrial

precinct. This public space will accommodate significant numbers of trading

facilities at street level and on the proposed pedestrian bridge linking over

Phila Ndwandwe Road to the Isipingo rail station and retail mall.

3. Develop a core public space at the junction between the new north-south

street and Church Lane connecting to future redevelopment opportunities

on the Redbro site, including a potential Multi-Purpose Centre (MPC) and

mixed use/commercial development.

4. Develop a core public space between the potential MPC and the proposed

PT / MBT facility to the west. This public space could accommodate a

temporary or lightweight roof structure and accommodate trading activities

and social events in direct relationship with the proposed MPC/ Govt

services building.

5. Optimise the role of streets as public spaces through the provision of wider

sidewalks, designated trading facilities, landscaping, traffic calming, etc.

FIGURE 14: CORE PUBLIC SPACES



PUBLIC TRANSPORT ACCESS AND FACILITIES The Isipingo CBD is a major transport hub and the improvement of public

transport access and facilities is a major priority for the area. This includes

the rail corridor and Isipingo rail station and the existing and proposed bus

/ MBT services and facilities within the CBD.


Key issues and challenges with respect to improving public transport

access and facilities within the CBD are as follows:

• The large volume of MBTs within the Isipingo CBD and the

significant number and unplanned arrangement of MBT facilities

and approach routes results in major traffic congestion and

conflicts between MBTs and other activities in the CBD, including

amongst others articulated heavy vehicles for deliveries.

• There are currently a number of MBT facilities that utilise private

lands for ranking and holding and in some cases these are zoned

as Public Car Park.

• These MBT ranking and holding facilities are generally in a poor

condition and lack adequate hard surfacing, organised layout and

support facilities such as ablution facilities, management offices

and MBT washing areas.

• The eThekwini IPTN includes proposals to utilise the rail corridor

for rapid rail transit through the improvement of facilities and

services, including upgrades to the Isipingo rail station, all which

needs to be supported through improved PT feeder service access

and public realm and NMT upgrades.

The urban design objective and proposals for improving public transport

access and facilities are outlined below.




Reorganise PT / MBT movements and upgrade PT / MBT facilities to support the

transport hub function of the Isipingo CBD, improve access and traffic flow,

reduce traffic conflicts and congestion, optimise pedestrian footfall for local

businesses and traders, etc.

1. Support the upgrade the Isipingo rail station and provide improved PT feeder

systems and NMT access to the station.

2. Develop municipal and private lands for a PT / MBT facility serving the

northern MBT system, including MBT ranking facilities on the lower level

accessed from the new north-south street and MBT ranking and/or holding

facilities on the upper level accessed from Gokul Road, with internal

accessibility between the ranking and holding facilities through a ramp

system.

3. Develop private lands (zoned for Public Car Park) for a PT / MBT facility

serving the western and eastern MBT system with access on the southern

side of the facility from the realigned Alexandra Avenue.

4. Develop private lands (zoned for Public Car Park) for a PT / MBT facility

serving the southern MBT system with vehicular access from the realigned

Alexandra Avenue and Jadwat Street and pedestrian access from the new

north-south street.

5. Provide lay-byes for MBT passenger drop-offs along key CBD streets on the

approach routes (including the planned IPTN C2 feeder system) to PT / MBT

facilities.

FIGURE 15: PUBLIC TRANSPORT ACCESS AND FACILITIES



INFILL DEVELOPMENT, REDEVELOPMENT AND

INTENSIFICATION OPPORTUNITIES The Isipingo CBD is an important TOD node given the availability of rail,

bus and MBT services and facilities within easy walking distance. The TOD

potential of the CBD needs to be supported and enhanced through the

appropriate intensification of development within and around the CBD.

This will also help to promote local business development, employment

creation and investment opportunities.


Key issues and challenges with respect to infill development,

redevelopment and intensification within the CBD are as follows:

• There are a number of vacant, undeveloped and underutilised

lands within CBD which currently undermines the performance

and legibility of the CBD but which provide opportunities for the

development and improvement of the CBD. The issue of bad

buildings will also need to be addressed.

• There is a need to support the intensification of the CBD to

promote local development and employment opportunities and

to increase thresholds of support for public facilities and trading

activities.

The urban design objective and proposals for encouraging infill

development, redevelopment and intensification within the CBD are

outlined below.


Encourage TOD through the intensification of development and land

use activities within the Isipingo CBD, including infill development,

redevelopment and densification. Encourage the introduction of more

intensive residential uses within and around the CBD to promote 24

hour activity and passive surveillance.

1. Redevelop the Redbro site to facilitate the new north-south street

and create two redevelopment opportunities, including a potential

MPC on the western portion and a mixed use / commercial

development on the eastern portion with high levels of access from

the new PT / MBT facilities and north-south street.

2. Promote the development of the existing municipal bus rank along

Phila Ndwandwe Road for mixed use / commercial development

and the existing development site to the west.

3. Encourage the refurbishment and/or intensification, or

redevelopment of the existing building west of the municipal bus

rank for more intensive mixed use development.

4. Support the development of trading facility, public amenity and

support facility buildings along the edges of PT / MBT facility and

public spaces to spatially define and activate these spaces.

5. Consider the potential for mixed use/residential development on

the upper levels of the western portion of the northern PT / MBT

facility with access from Gokul Road.

6. Encourage infill development on undeveloped lands between

Jadwat Street and Kajee Street for mixed use/commercial

development.



7. Support the development of the PRASA retail mall over the Isipingo rail

station and ensure that adequate pedestrian access is provided across and

over Phila Ndwandwe Road.

8. Negotiate and incentivise the redevelopment of the existing underutilised

site to set back that accommodate the core public space and facilitate the

densification of development.

9. Encourage infill development of vacant and underutilised lands within the

CBD, including those along Alexandra Avenue and the proposed southern

extension of Gokul Road, and Watson Road.

10. Encourage residential infill development on suitable undeveloped lands to

the south and north of the CBD to promote TOD and increasing residential

densities and population thresholds for public transport and facilities.

11. Promote increased residential densities within accessible walking distance

of the CBD and PT / MBT facilities through the densification of existing

residential areas.

FIGURE 16: INFILL DEVELOPMENT, REDEVELOPMENT AND

INTENSIFICATION OPPORTUNITIES



RESPONSIVE BUILT FORM The placement, design and use of buildings in relation to adjoining public

spaces and streets has a significant impact on the spatial definition and

quality of these spaces and the intensity of activities that can be attracted

to public spaces. New development within the CBD needs to promote a

positive relationship between built form and adjoining public spaces and

streets to help create well-defined, active and suitably scaled public spaces

and also to support pedestrian, local business and trading activities.


Key issues and challenges with respect to built form within the CBD are as

follows:

• There is a lack of a legible urban / spatial structure given the

incomplete grid in the existing block structure and the unclear

public / private space edges and relationships.

• The CBD has ground floor business uses that help to activate

adjoining public spaces and streets but some buildings have blank

edges along street frontages.

• The lack of residential uses within the CBD undermines TOD, 24

hour activity and passive surveillance.

• The low density residential areas around the CBD reduces

thresholds for public transport, community facilities, business and

trader activities, etc.

• The street network and block structure are relatively fine-grained,

which is a strength and should be utilised as an opportunity to

develop an interconnected and walkable CBD.

• The development of key vacant / underutilised land parcels

provides opportunities to reinforce the CBD spatial structure,

develop responsive built form, provide additional public / street

space, etc.

• The 7.5m building line in most CBD zones is a major constraint to

the development of responsive built form that creates positive

building-street interfaces. There is a need to encourage reduced

and in many cases zero (0m) building lines within the CBD and

provide for parking to the side or rear of buildings, or possibly also

using the basement or roof level of developments.

• In cases where the road reserve / street width is very narrow,

however, there may be a need to setback buildings to create a

wider reserve and public space that can accommodate wider

pedestrian sidewalks, etc.

The urban design objective and proposals for promoting and encouraging

responsive built form within the CBD are outlined below.




Reinforce and strengthen the urban spatial structure of the Isipingo CBD and

utilise public realm upgrades and new development to spatially define and

activate adjoining public spaces and streets by reducing building lines, promoting

active ground floor uses, providing pedestrian access from adjoining public

spaces and streets to building frontages, locating on-site parking areas away from

the main street frontage, etc.

1. Ensure that new buildings spatially define and activate adjoining public

spaces and streets by utilising perimeter block typologies and reducing

building lines.

2. Utilise trading facility structures to help provide an edge to PT / MBT facilities

and adjoining public spaces.

3. Setback buildings to create wider public spaces and streets in key locations

where the road reserve / street width is narrow, where greater public space

activities will tend to concentrate and also to boost footfall to support

adjoining businesses.

4. Encourage new developments to utilise the density and building height

allowances provided for within the zoning scheme to improve spatial

definition and maximise the development potential of the CBD.

5. Encourage the provision of on-site parking to be located away from site

frontages, including in parking courtyards, structured parking (basements,

roof parking, parking garages) or to the side of buildings where this does not

adversely affect the spatial definition or quality of adjoining public spaces.

FIGURE 17: RESPONSIVE BUILT FORM



FIGURE 18: EXISTING BLOCK STRUCTURE

FIGURE 19: PROPOSED BLOCK STRUCTURE



FIGURE 20: PROPOSED FIGURE GROUND

FIGURE 21: PROPOSED BUILDING USES



FIGURE 22: PROPOSED BUILDING HEIGHTS



PUBLIC SPACE AND NMT NETWORK The public space and NMT network are an essential element of the urban

structure and performs a range of important functions, including providing

spaces for pedestrian movement, access for business and trading

opportunities, spaces for social interaction and recreation, visual relief

from the built environment, etc.


Key issues and challenges with respect to improving the public space and

NMT network within the CBD are as follows:

• The poor quality and performance of the public realm and NMT

along CBD streets due to issues such as narrow or non-existent

pedestrian sidewalks and crossings, conflicts between land uses,

activities and transport, poor public safety, etc.

• There is shortage of useable public space and an unclear

distinction between public and private space within the CBD.

• Existing public spaces are under considerable pressure due to the

high concentration of pedestrians and the encroachment of

traders, MBTs and delivery vehicles in public spaces within the

CBD.

The urban design objective and proposals for improving the public space

and NMT network within the CBD are outlined below.




Upgrade the public realm and NMT along all key CBD streets, including wider and

clearly defined pedestrian sidewalks, safe pedestrian crossings, designated areas

and facilities for traders and MBTs to reduce conflicts, etc.

1. Develop core public spaces that provide the main foci for public activities

within the CBD, including pedestrian movement, trading facilities, access to

public transport and local businesses, etc.

2. Upgrade the priority pedestrian network linkages that provide the main

routes that connect to the PT / MBT facilities within the CBD, including Phila

Ndwandwe Road, Jadwat Street, the new north-south street and Alexandra

Avenue.

3. Upgrade the other key pedestrian linkages that connect the surrounding

residential and industrial areas to the CBD.

4. Reinforce and strengthen the interconnected street network and develop

the CBD streets as complete streets with pedestrian priority, public

transport access, quality landscaping, spatial definition and responsive built

form, trading infrastructure, etc.

5. Provide additional public spaces and optimise the role of streets as public

spaces.

● Provide public ablutions to serve proposed PT / MBT facilities, local traders

and new mixed use/commercial developments.

FIGURE 23: PUBLIC SPACE AND NMT NETWORK



TRADING FACILITIES AND OPPORTUNITIES Informal trading is a key feature of the Isipingo CBD and requires properly

designed and integrated infrastructure in order to maximise its economic

potential and to ensure that it does not impact negatively on the CBD as a

whole. There is a desire to rationalise and organise trading activity in the

CBD to reduce and avoid conflicts with other uses, particularly safe and

convenient pedestrian movement.


Key issues and challenges with respect to improving trading facilities and

opportunities within the CBD are as follows:

• There is a substantial concentration of trading activity within the

CBD, which makes an important contribution to local livelihoods,

but this activity is currently not well managed or serviced and

leads to impacts in terms of conflicts with other uses, poor waste

management and disposal, etc.

• The existing trading activities predominantly utilise pedestrian

space, which conflicts with pedestrian movement and undermines

pedestrian safety.

• There is a lack of support facilities for existing trading activities,

including storage facilities, public ablutions and waste disposal

facilities.

• Trading activities require high pedestrian footfall to survive, such

as adjoining or leading to PT / MBT facilities and along the main

CBD streets, and this will need to be carefully considered in any

reorganisation and improvement of trading facilities.

The urban design objective and proposals for improving trading facilities

and opportunities within the CBD are outlined below.




Develop trading facilities within the core public spaces and the main CBD streets

and provide suitable support facilities, including secure storage areas and public

ablutions.

1. Develop a major linear open market space along the new north-south street

adjoining the proposed southern PT / MBT facility.

2. Develop a linear covered market space along Jadwat Street with an elevated

pedestrian / trading bridge providing access over Phila Ndwandwe Road the

Isipingo rail station and retail mall.

3. Develop an open market space at the junction of the new north-south street

and Church Lane.

4. Develop a covered market and event space between the proposed MPC and

the proposed northern PT / MBT facility.

5. Develop formalised linear trading facilities along the sidewalk spaces of the

main CBD streets where road reserves / street widths are adequate.

6. Develop trading kiosks to define the edges of public spaces and the

proposed PT / MBT facilities.

● Provide storage facilities for local traders in close proximity to their trading

spaces.

FIGURE 24: TRADING FACILITIES AND OPPORTUNITIES



TABLE 4: TRADING TYPOLOGIES AND TRADER NUMBERS

Trading Typology No. of Traders

Kiosk 101

Market Stall 200

Node Stall 138

Strip 386

TOTAL 825

Trader Storage facilities

Assuming that of the 825 informal workers, 101 are accommodated in kiosks,

evenly and conveniently disbursed storage facilities must be provided throughout

the area. A manageable size is for 25 informal workers @ 60m2 per facility. We

therefore require approximately 25 storage facilities. Some of these could be

reasonable grouped adjacent to each other.

Public Toilets

Based on AeT research on public lavatory usage in Warwick Junction and Leopold

Street in particular, it is estimated that for the number of informal workers and

commuters projected in Isipingo, 15 public toilet facilities are required to

adequately service the CBD. MBT commuters and informal workers – potential user

population of 22,000.

All proposed commercial retail and public buildings, and all new public transport

facilities must provide publically accessible toilets, included in this number.



GREEN SPACES AND LANDSCAPING STRUCTURE Green spaces and landscaping perform a number of important roles within

urban environments such as the Isipingo CBD, such as visual relief from the

built environment, amelioration of the micro-climate, flood reduction,

supporting biodiversity, etc.


Key issues and challenges with respect to improving green spaces and

landscaping within the CBD are as follows:

• There is a lack of green spaces and landscaping within the CBD,

which contributes to the hard built environment character and

poor environmental quality and visual amenity.

• There are no passive or active recreational green spaces within the

CBD and any future residential development within the CBD will

need to consider how suitable support green spaces can be

provided.

The urban design objective and proposals for improving green spaces and

landscaping within the CBD are outlined below.




Introduce green spaces and landscaping to soften the hard urban environment,

reinforce the urban structure, support urban biodiversity and SuDS, provide

shade and ameliorate micro-climate, etc.

1. Landscape the core public spaces through the provision of trees, surface

paving, street furniture, etc.

2. Develop a consistent landscaping treatment along Phila Ndwandwe Road,

including suitable tree planting along the pedestrian edges and the central

median.

3. Undertake landscaping improvements along the main CBD streets, including

suitable tree planting along the pedestrian edges.

NOTE: all street and public space landscaping to include SUDS and permeable

paving for localised flood attenuation.

FIGURE 25: GREEN SPACES AND LANDSCAPING STRUCTURE



3.3 STREET TYPOLOGIES AND SECTIONS

A number of different street typologies have been identified for the Isipingo CBD that are aimed at facilitating the restructuring of the CBD and the

development of complete streets. Table 5 indicates the existing street network and conditions and Table 6 indicates the proposed street typologies.

TABLE 5: EXISTING STREET NETWORK

Isipingo CBD Current Road Classification

Proposed Road Classification

Main Alignment

Typical Road

Reserve Width

Typical Building to

Building Width

Traffic Lanes (Cross-

Section)

Traffic Flow

Parking Provision Pedestrian Sidewalks

Trading Phila Ndwandwe

Road Intersections

Phila Ndwandwe Road

Class U3 Urban Minor Arterial

Class U4a (between Inwabi

Road and Saunders Avenue)

North-South

25m (to building

edge) 25-30m 4 Lanes Two-way

No on-street, but off-street

adjoining some businesses

Both sides (very narrow

on certain sections)

Both sides

(mainly western

edge)

Typically 100-150m between junctions

Prospection Road (western segment)


Class U3 East-West 25m (to building

edge) 25-30m 4 – 6 Lanes Two-way Prohibited

Southern section (very

narrow to non-existent)

None Typically 100-150m between junctions

Clark Road Class U5b

Residential Local Street

Class U3 East-West 8-10m 20-50m 2 Lanes Two-way None One side (northern

edge) None

Not linked - proposed signalised

intersection

Inwabi Road Class U4 Urban

Collector Street

Class U4 East-West 12m 20-30m

2 Lanes (3 lanes at

Phila Ndwandwe

Road)

Two-way No on-street,

adjoining some businesses

One side (southern

edge) None

T-junction (+ petrol station entrance)

Jadwat Street Class U4 Urban

Collector Street

Class U4 East-West 12.5m 14-20m 1 Lane One-way

(east-bound)

On-street (northern edge)

Both sides (northern edge very narrow)

Both sides

(mainly northern

edge)

T-junction (left out only)

Thomas Lane Class U5a

Commercial Local Street

Class U4a Commercial

Collector Street (between Inwabi

& Alexandra) Class U5a


North-South

15-18m 30-40m 2 Lanes

Two-way (one-way north of Church Lane)

On-street (western edge)

Both sides Both sides

(secondary linkages via Inwabi Road and

Church Lane)





Main Alignment

Typical Road

Reserve Width

Typical Building to

Building Width


Section)

Traffic Flow



Road Intersections

(eastern bypass segment)

Watson Road Class U5 Urban

Local Street


Collector Street

North-South

15-18m 30-40m 2 Lanes Two-way On-street

(eastern edge) Both sides

Both sides

(secondary linkages via several streets)

Gokul Road Class U5 Urban

Local Street Class U5

North-South

8-12m 20-35m 2 Lanes Two-way No on-street

One side (western

edge - very narrow)

None –

Thie Road Class U5 Urban

Local Street Class U5 East-West 12.5m 20-30m 2 Lanes Two-way

No on-street, adjoining some

businesses None None

T-junction (full directional)

Church Lane Class U5a


Class U5 East-West 11m 15-20m

2 Lanes (1 used for informal parking)

One-way (eastbou

nd)

On-street (northern lane) -

informal

Both sides (narrow)

Both sides (very

limited)

Signalised T-junction (full directional)

Alexandra Avenue

Class U5 Urban Local Street

Class U5 East-West 15-18m 15-20m 1 Lane One-way (westbou

nd)

On-street (southern edge)


Roundabout (left and right in)

Kajee Street Class U5a


Class U5 East-West 10m 15-20m 1 Lane One-way (westbou

nd)



T-junction (left in only)

Pardy Road Class U5 Urban

Local Street Class U5 East-West 12m 15-20m 2 Lanes Two-way



Roundabout (full directional)

Police Station Road

Class U5a Commercial Local Street

Class U5 East-West 10-12m 20-30m 2 Lanes Two-way None Both sides None (secondary linkage via a service road)

Saunders Avenue

Class U5b Residential Local Street


Collector Street (between

Watson & Phila) Class U5 (west

of Watson)

East-West 24m 20-30m

2 Lanes (3 lanes at

Phila Ndwandwe

Road)

Two-way None One side (southern

edge) None

T-junction (full directional)

All Other Streets

Class U5 Urban Local Streets

Class U5 Various Various Various Generally 2

lanes Generally two-way

Generally not provided

Generally not provided or only on one

Generally none

(mostly secondary linkage via other

streets)





Main Alignment

Typical Road

Reserve Width

Typical Building to

Building Width


Section)

Traffic Flow



Road Intersections

side & very narrow

TABLE 6: STREET AND PUBLIC SPACE TYPOLOGIES AND PROPOSALS

Isipingo CBD Proposed Treatment / Intention Proposed Road Classification

Proposed Street Typology

Proposed Typical Street Configuration

Phila Ndwandwe Road

Reconfigure Phila Ndwandwe Road through public realm and NMT upgrading, including PT laybyes, wider pedestrian sidewalks, formalised trading spaces/facilities, landscaping, etc.

Class U4a Commercial Collector Street

Primary Connector and Commercial /

Mixed Use High Street

4 x 3m traffic lanes, 1 x 3m laybye, 2 x 2m pedestrian sidewalks, 2 x 2m trading

spaces, 1 x 1m median

Clark Road - Sulageni Road Minor Arterial Link

Connect Clark Road to Phila Ndwandwe Road at the Prospecton Road junction and extend Clark Road to connect to Sulageni Road (and on to Inwabi Road) to improve east-west connectivity and access


Minor Arterial 2 x 3m traffic lanes, 2 x 2m pedestrian

sidewalks

Inwabi Road

Upgrade public realm and NMT to support the role of Inwabi Road as an important east-west linkage between Isipingo and Umlazi and to provide the northern access to the new North-South Link

Class U4a/b Commercial /

Residential Collector Street

Commercial / Residential

Collector Street

2 x 3m traffic lanes, 2 x 2m pedestrian sidewalks

Jadwat Street

Reconfigure Jadwat Street to provide a core public space and the main pedestrian link between the Isipingo CBD, the PRASA rail station and retail mall and Prospecton to the east. Upgrade the public realm and NMT and provide a pedestrian / trading bridge connecting over Phila Ndwandwe Road to Isipingo rail station and retail mall

Class U6a Pedestrian Priority Street or Area

(east of N-S Link) Class U4b Residential Collector Street (west

of N-S Link)

East of N-S Link – Pedestrian Walkway

West of N-S Link – Collector Street

East of N-S Link – Pedestrianised Street with Trading Spaces

West of N-S Link – 2 x 3m traffic lane, 1 x 3m laybye/parking, 2 x 2m pedestrian

sidewalks

Thomas Lane (N) - Watson Road North-South Collector Street Link

Develop a new N-S link street (incorporating unnamed 510269 Street) as a key commercial collector street, vehicular circulation and PT access route, pedestrian and trading spine and core public space within the CBD

Class U4a Commercial Collector Street

Commercial / Mixed Use

Collector Street / High Street

2 x 3m traffic lanes, 1 x 3m laybye/parking, 2 x 2m pedestrian

sidewalks, 2 x 2m trading space (minimum)

Thomas Lane (S) Utilise the eastern bypass of the southern segment of Thomas Lane as a local access street and service and delivery lane for local businesses









Gokul Road - Jadwat Street North-South Local Street Link

Extend southern end of Gokul Road to connect to Jadwat Street to improve north-south connectivity




New North-South Local Street (Jadwat Street - Kajee Street)

Utilise the existing cadastral road reserve to develop a new local access street that improves north-south connectivity between Jadwat Street and Kajee Street and serves local businesses




Thie Road

Utilise Thie Road as an important east-west linkage between Phila Ndwandwe Road, the new North-South Link and residential areas to the west and upgrade the public realm and NMT




Church Lane Utilise Church Lane as part of an important east-west linkage between Phila Ndwandwe Road and the new North-South Link and upgrade the public realm and NMT



1 x 3m traffic lane, 1 x 3m laybye/parking, 2 x 1.5m pedestrian

sidewalks, 2 x 1m trading space

Alexandra Avenue

Reconfigure Alexandra Avenue to accommodate the new North-South Link and provide for two-way traffic (to compensate for the closure of the Jadwat Street east connection to the new North-South Link), reorganise and simplify circulation patterns and rationalise and improve the development potential of the block structure



2 x 3m traffic lane, 1 x 3m laybye/parking, 2 x 2m pedestrian sidewalks, 2 x 1.5m trading space

Kajee Street

Utilise Kajee Street as an important east-west linkage between Phila Ndwandwe Road, the new North-South Link and residential areas to the west and upgrade the public realm and NMT



1 x 3m traffic lane, 1 x 3m laybye/parking, 2 x 2m pedestrian sidewalks, 2 x 1.5m trading space

Pardy Road

Utilise Kajee Street as an important east-west linkage between Phila Ndwandwe Road, the new North-South Link and residential areas to the west and upgrade the public realm and NMT



2 x 3m traffic lanes, 1 x 3m laybye/parking, 2 x 2m pedestrian sidewalks, 2 x 1.5m trading space

(minimum)

Police Station Road

Utilise Police Station Road as an important east-west linkage between Phila Ndwandwe Road and the new North-South Link to the west and upgrade the public realm and NMT




Saunders Avenue

Upgrade public realm and NMT to support the role of Saunders Avenue as an important east-west linkage and to provide the southern access to the new North-South Link

Class U4a Commercial Collector Street (east

of Watson Road)

East of Watson Road –

Commercial Collector Street







Class U5b Residential Local Street (west of

Watson Road)

East of Watson Road –


All Other Streets Public realm and NMT upgrading to improve pedestrian infrastructure and safety, including pedestrian sidewalks and landscaping

Class U5 Local Street Residential Local

Street 2 x 3m traffic lanes, 2 x 2m pedestrian

sidewalks

Street sections have been developed for the key CBD streets to demonstrate the typical cross-sections and street features, including for Phil Ndwandwe Road,

the new North-South Street and Jadwat Street.

PHILA NDWANDWE ROAD Phila Ndwandwe Road is the main north-south linkage and activity spine / high street within the Isipingo CBD. Key proposals include the following:

• Reclassify a segment of Phila Ndwandwe Road between Inwabi Road in the north and Saunders Avenue to the south from a Class U3 Urban Minor

Arterial to a Class U4 Urban Collector Street to facilitate public realm and NMT upgrading.

• Reconfigure Phila Ndwandwe Road through public realm and NMT upgrading, including PT lay-byes, wider pedestrian sidewalks, formalised trading

spaces/facilities, landscaping, etc.

• Encourage through traffic to utilise Wilcox Road through traffic calming and landscaping along Phila Ndwandwe Road and directional signage at

gateways to Phila Ndwandwe Road.

• Provide for safe pedestrian access across Phila Ndwandwe Road to the Isipingo rail station and retail mall through a pedestrian bridge aligned with

Jadwat Street / Baltex Avenue and signalised / safe pedestrian crossings at suitable intervals. Additional pedestrian bridges could also be considered

in the vicinity of Alexandra Avenue in the north or Kajee Street / Pardy Road in the south, provided they are sited and designed to respond to pedestrian

desire lines and siting of suitable landing positions in Prospecton.



FIGURE 26: PHILA NDWANDWE ROAD TYPICAL STREET SECTION

NEW NORTH-SOUTH COLLECTOR STREET LINK The lack of an alternative north-south link within the CBD parallel with Phila Ndwandwe Road undermines north-south connectivity, traffic movements, PT

and NMT access, etc. Key proposals include:

• Develop the potential new north-south (N-S) linkage and activity spine / high street within the Isipingo CBD, which incorporates the unnamed road

510269 Street.

• This proposal entails the demolition of the Redbro building and the realignment of a portion of Thomas Lane whilst retaining an eastern bypass, with

the link road providing access to Phila Ndwandwe Road at the northern and southern ends via Inwabi Road and Saunders Avenue respectively.

• Develop the new N-S link street as a key commercial collector street, vehicular circulation and PT access route, pedestrian and trading spine and core

public space within the CBD.

• Reclassify the Thomas Lane (N) – Watson Road segment from a Class U5a Commercial Local Street to a Class U4a Commercial Collector Street.



• Retain Bally Road as a Class U5a Commercial Local Street northbound of its intersection with Inwabi Road.

• Utilise the New N-S Collector Street to provide access to the proposed PT / MBT ranking and holding facilities situated between the this street and

Gokul Road. Include MBT drop-off facilities along the new street on the approach to the PT / MBT ranking and holding facilities.

• Develop a wide, hard surfaced public space along the western edge of the new street to accommodate local traders with suitable support facilities,

including storage and public toilets, landscaping and public lighting.

• Retain the eastern bypass of the southern segment of Thomas Lane as a Class U5a Commercial Local Street and utilise as a local access street and

service and delivery lane for local businesses.

FIGURE 27: NEW NORTH-SOUTH STREET TYPICAL STREET SECTION



JADWAT STREET Jadwat Street is the main east-west pedestrian linkage between Isipingo CBD, Isipingo Rail Station (including proposed retail mall) and Prospecton. Key

proposals include the following:

• Reclassify the eastern segment of Jadwat Street between Phila Ndwandwe Road and the new N-S Collector Street from a Class U4 Collector Street to

a Class U6a Pedestrian Priority Street or Area to facilitate public realm and NMT upgrading and improved pedestrian connectivity and trading facilities.

The Class U6 roadway classification gives priority for pedestrians at all times without the need for signs and road markings, whilst the U6a sub-class

makes specific allowance for pedestrian malls with provision for delivery vehicles, public transport termini and parking bays, and cluster community

streets where required.

• Retain the western segment of Jadwat Street as a Class U4 Collector Street providing a linkage to the Isipingo residential area and Aster Place-Platt

Drive IPTN C2 loop road system.

• Reconfigure Jadwat Street to provide a core public space and the main pedestrian link between the Isipingo CBD, the PRASA rail station and retail mall

and Prospecton to the east. Upgrade the public realm and NMT and provide a pedestrian / trading bridge connecting over Phila Ndwandwe Road to

Isipingo rail station and retail mall linking Jadwat Street, Isipingo rail station and retail mall and Baltex Avenue and providing safe pedestrian access

and trading opportunities.

• Develop a core public space where the pedestrian bridge lands along Jadwat Street, at the junction of Jadwat Street and the new N-S Collector Street.

• Develop this core public space for trading opportunities and community events, including a covered roof over the central area, landscaping, public

lighting, etc.

FIGURE 28: SKETCH PROPOSAL FOR JADWAT ST PEDESTRIAN AND

TRADER BRIDGE



FIGURE 29: JADWAT STREET TYPICAL STREET SECTION

3.4 COMPOSITE URBAN DESIGN LAYOUT

The urban design objectives and proposals presented above have been incorporated into the Detailed Urban Design Layout drawings prepared for the Isipingo

CBD.



FIGURE 30: PUBLIC SPACE, LANDSCAPING AND NMT NETWORK



FIGURE 31: PUBLIC SPACE AND TRADING TYPOLOGIES



The figures below indicate the different trading typologies identified and the public space and trading

network proposed for the Isipingo CBD.



FIGURE 32: TRADING TYPOLOGIES: GENERAL CLASSIFICATION



FIGURE 33: TRADING TYPOLOGIES: PLAN CONFIGURATIONS



FIGURE 34: TRADING TYPOLOGIES: SITE UTILISATION



FIGURE 35: TRADING TYPOLOGIES: MANAGEMENT GUIDELINES



FIGURE 36: EXAMPLES OF TRADING TYPOLOGIES



FIGURE 37: BUILT FORM EDGES AND HEIGHTS



FIGURE 38: COMPOSITE URBAN DESIGN LAYOUT



4 TRANSPORT NETWORK AND PROPOSALS A number of key transportation elements have been identified within the study area from a traffic

engineering and transportation planning perspective. These transportation elements include amongst others

private passenger vehicles, public transport vehicles (mini-bus taxis, buses and e-hailing services) and rail,

non-motorised transport (pedestrians and pedal cyclists) and freight (including deliveries).

The study area for the Isipingo UDF is demarcated and bounded by the following roads:

• Willcox Road (which becomes Jeffels Road further southbound) bounding the study area in the east

• Saunders Avenue and portion of Old South Coast Road forming the southern boundary

• A combination of Watson Road, Sydney Road and Gokul Road bounding the study area to the site

• Clark Road and a section of Prospecton Road forming the northern boundary

4.1 ROAD NETWORK

The following is a discussion of the pertinent roads within the study as indicated in the eThekwini

Municipality’s Corporate GIS Department Public Map Viewer and described in the Committee of Transport

Official’s (COTO) Road Classification and Access Manual (RCAM) TRH 26.

The existing and proposed roads are described as follows:

• Class U1 Urban Principal Arterials – these serve traffic in metropolitan areas and large cities, and

provide overall area-wide mobility, and are generally long urban boundary-to-boundary routes with

a regional, national and often international significance beyond municipal boundaries

• Class U2 Urban Major Arterials – are routes that serve a function of providing a connection between

larger regions of a City.

• Class U3 Urban Minor Arterials – provide a balance between mobility and accessibility in urban

environments, and provide connectors that form the last leg of the journey on the mobility road

network, bringing traffic to within one kilometre of its final destination.

• Class U4 Urban Collector Streets – are intended to penetrate local neighbourhoods with the purpose

of collecting (and distributing) traffic between local streets and the arterial system, and serve an

access function with limited mobility.

• Class U5 Urban Local Streets – are for providing primary access to individual properties. These streets

should not carry any through traffic but only traffic with an origin or destination along the street.

• Class U6 Urban Walkways – where pedestrians are prioritised and given right-of-way at all times

without the need for road signs and markings. These could include priority pedestrian streets and

areas with shared modes and land uses, or strictly pedestrian-only streets or areas.

The existing road network as discussed in the previous chapter is indicated in the following figure, whilst the

proposed road network is indicated in the subsequent figure.

Table 7 indicates the existing and proposed road network within the Isipingo CBD and surrounding areas.

This includes the key proposals to improve the connectivity, walkability and legibility of the street network

and to promote the development of complete streets that prioritise pedestrians and public transport access.



FIGURE 39: EXISTING ROAD NETWORK



FIGURE 40: PROPOSED ROAD NETWORK



TABLE 7: EXISTING AND PROPOSED ROAD NETWORK

Existing Routes Proposed Routes Description

Mobility Routes

Class U1 Principal Arterial

N2, including interchange ramps

N2, including interchange ramps Upgrade of N2 carriageway and the Prospecton interchange amongst others

Class U2 Major Arterial

Wilcox Road, Old Main Road

Wilcox Road, Old Main Road Main mobility route for through traffic

Class U3 Minor Arterial

Phila Ndwandwe Road

Phila Ndwandwe Road (north of Inwabi Road & south of Saunders Avenue)

Retain southern and northern segments of road as Class U3 Urban Minor Arterial linkages

Clark Road Clark Road - Sulageni Road East-West Minor Arterial Link

Create east-west Class U3 Urban Minor Arterial linking to Umlazi residential area

Jeffels Road Jeffels Road Existing north-south minor arterial linking through western part of Prospecton

Sipho Mkhize Drive Sipho Mkhize Drive Existing east-west minor arterial linking to Isipingo

Joyner Road (W) Joyner Road (and New East-West Link to Isipingo Hills)

Create east-west minor arterial linking to Isipingo Hills

Prospecton Road Prospecton Road (N of Baltex Avenue & S of Joyner Road)

Retain southern and northern segments of road as Class U3 minor arterial linkages

Access Routes

Class U4 Collector Street

– Phila Ndwandwe Road (south of Inwabi Road & north of Saunders Avenue)

Reclassify the central CBD portion of road from Class U3 to Class U4 to facilitate public realm upgrade as high street

Inwabi Road Inwabi Road Existing east-west collector street linking to Umlazi residential area to the west

– Thomas Lane - Watson Road North-South Collector Street Link

Create north-south collector street / activity spine / high street with pedestrian and trading priority

Jadwat Street Jadwat Street (west of N-S Link) Retain classification of western segment of street west of New North-South Collector Street

Platt Drive Platt Drive Existing collector street / loop system linking to Isipingo

– Saunders Avenue (east of N-S Link) Reclassify eastern segment from Class U5 to Class U4 connecting Phila Ndwandwe Road and New N-S Collector Street

Baltex Avenue Baltex Avenue Existing east-west collector street linking to Prospecton

– Prospecton Road (S of Baltex Avenue & N of Joyner Road)

Reclassify central portion of street as Class U4 to facilitate public realm upgrade

Joyner Road (E) – Reclassify Joyner Road as Class U3 minor arterial linking to future Dig-Out Port

The Avenue East, Inner Circuit Road, Outer Circuit Road, 5th Avenue, Delta Road, Beach Road

The Avenue East, Inner Circuit Road, Outer Circuit Road, 5th Avenue, Delta Road, Beach Road

Existing collector streets linking Isipingo Beach residential areas

Class U5 Local Street

Sulageni Road – Reclassify as Class U3 as part of Clark Road link to Umlazi residential area to the west

Gokul Road Gokul Road - Jadwat Street North-South Local Street Link

Extend southern end of Gokul Road local street to link to Jadwat Street



Existing Routes Proposed Routes Description

Thie Road Thie Road Existing east-west local street

Bally Road Bally Road Existing north-south local street

Thomas Lane Thomas Lane (eastern bypass) Existing north-south local street bypassed by New North-South Collector Street

Church Lane Church Lane Existing east-west local street

Alexandra Avenue Alexandra Avenue Upgrade to two-way local street to compensate for closure of Jadwat Street

Watson Road – Reclassify to Class U4 as part of New N-S Collector Street

– Jadwat Street (East of N-S Link) Reclassify eastern segment as Class U6a to facilitate public realm upgrade as priority pedestrian and trading spine

– New North-South Local Street (Jadwat Street - Kajee Street)

Create new north-south local street between Jadwat Street and Kajee Street

Kajee Street Kajee Street Existing east-west local street

Pardy Road Pardy Road Existing east-west local street

Police Station Road Police Station Road Existing east-west local street

Saunders Avenue Saunders Avenue (west of N-S Link) Retain western segment as Class U5b Residential Local Street linking to Isipingo residential areas

Other Streets Other Streets All other streets not specifically identified are classified as Class U5 urban local streets

Class U6 Urban Walkway

– Jadwat Street (east of N-S Link) Pedestrianise eastern segment of New North-South Local Street to facilitate public realm upgrade

It is expressly noted that the proposed road network has been undertaken at a strategic urban development

framework-level of detail. Therefore, no transportation modelling or traffic impact assessment study has

been undertaken for this process, which is outside of the scope of work of the IUDF as prescribed in this

project’s terms of reference.

It is therefore expected that any transportation modelling or TIA study would be undertaken at the

implementation stages of the IUDF as separate projects and / or initiatives.

4.2 PUBLIC TRANSPORT NETWORK

There are various public transport systems operating within the Isipingo CBD which entail the north-south

coastal passenger rail service operated by PRASA, the South Coast Bus Service serving the longer routes for

the outlying areas, together with three core mini-bus taxis operations entailing a south, west and north

system.

The MBT movement systems are identified as follows:

• 1 – Southern PT Systems, which is further sub-divided into two (2) sub-systems

o 1A – south system serving the Galleria (Amanzimtoti) and KwaMakhutha area

o 1B – south-western system serving Ngolela, Felekisi, Folweni and uMbumbulu

• 2 – Western PT System serving the Umlazi and western residential townships

• 3 – Northern PT System that serves the Durban CBD and northern-eastern commercial nodes



Furthermore, the eThekwini Municipality is in the process of rolling out the implementation of its IRPTN 2025

Wall-to-Wall which has identified the Isipingo rail line as the eastern spur of the southern axis of the C2 rail

corridor. This corridor will provide considerable capacity once the rail upgrades are completed and the road-

based feeder systems are implemented.

The proposed detailed urban layout supports the principles of the IRPTN C2 Rail corridor through accessibility

and integration of the road-to-rail modal transfer by the location of the upgraded MBT holding and ranking

facilities within walking distance (<500m) of the railway station. The CBD densification and proposed NMT

network upgrades further underpins and supports the principle of an integrated public transport network.

The mini-bus taxi (MBT) movements and facilities need to be reorganised to improve efficiencies, allow for

the upgrade of facilities, avoid/reduce conflicts with other activities and support public transport, pedestrian

movement, local business and trader activity. This includes the following:

• Consolidate MBT holding and ranking into new upgraded facilities, and providing double-storey

ranking where topography allows at grade access to both levels.

• Allow for 2/3 MBT holding to 1/3 MBT ranking ratio as per ETA and DoT standards, whilst providing

integrated ablutions, offices, trader infrastructure, storage and any other associated facilities.

• Develop MBT drop-off lay-byes along Phila Ndwandwe Road, the new N-S links and other roads to

support existing taxi movements, formalise access, and provide some local trading opportunities.

• Provide for flexibility in accommodating the various movement system needs, changes to PT vehicles

(i.e. midi-buses) with the implementation of the C2 IRPTN Feeder System.

• Allow for future growth in MBTs through additional floors over PT facilities, rooftop provision over

developments, and the potential future Prospecton Rank between the Isipingo Rail Station and

Willcox Road.

The consolidated MBT holding and ranking facilities respond to the various south, west and north movement

systems that were identified as indicated in the figure and table below. However, the detailed

operationalisation and rationalisation of these systems are the subject of a detailed public transport

operational plan required in subsequent phases of the implantation of the IUDF.

The proposed road-based public transport network is indicated in the following figure, whilst details of the

PT / MBT holding and ranking facilities is indicated in the subsequent table.

Table 8 indicates the proposed PT / MBT holding and raking facilities on the three proposed consolidated

sites (northern, western and southern) within the CBD. This shows that a total of 1,279 MBT bays can be

provided within the three facilities. This does not include the other smaller ranking facilities within the CBD.

Some of these will be consolidated into the three main ranks but others may be retained and this will add

further MBT bay capacity. The capacity for MBTs may also be further increased through the provision of

facilities on the Prospecton side of the rail station, the vertical expansion of the three main facilities or

through rooftop or basement parking within major developments.



FIGURE 41: PROPOSED PUBLIC TRANSPORT NETWORK



TABLE 8: PROPOSED PT / MBT HOLDING AND RANKING FACILITIES

PT / MBT Facilities Northern & Western Rank Southern Rank Total

Site/Floor Area (m2) 16,725 7,260 23,985

Useable Area (m2) 13,380 5,808 19,188

Proposed MBT Bays 892 387 1,279

Proposed MBT Holding Bays 595 258 853

Proposed MBT Ranking Bays 297 129 426

Notes: 1. MBT – Mini-Bus Taxis 2. Useable Area – excludes 20% deducted from Site/Floor Area for circulation requirements 3. Proposed MBT Bays – no. of MBT bays calculated at 15m2 per MBT bay 4. Proposed MBT Holding Bays – calculated at 2/3 of Proposed MBT Bays 5. Proposed MBT Ranking Bays – calculated at 1/3 of Proposed MBT Bays

It is important to note the proposed public transport network and PT / MBT holding and ranking facilities are

undertaken at a strategic urban development framework-level of detail. The IUDF therefore does not seek to

provide detailed operationalisation of the PT / MBT network, which is outside the scope of this study as

defined in the terms of reference.

Furthermore, through an in-house study undertaken by the ETA (Branch: Public Transport Planning), the

shortcomings and deficits of previous PT surveys were acknowledged and it further recommended that a

detailed PT study be undertaken to mitigate and complete the gaps.

It is therefore envisaged this study will analyse and assess in further detail all road-based PT services in the

CBD, and the quantum and detailed travel behaviour patterns of pedestrians. It is expected this study will be

informed by the IUDF as a basis, and would undertake a detailed operational plan for the proposed PT / MBT

facilities and the integration of the C2 IRPTN feeder system.

4.3 NON-MOTORISED TRANSPORT NETWORK

Non-motorised transport (NMT) is a priority for the CBD and needs to be supported through a range of

interventions and measures:

• Reconfiguration of Phila Ndwandwe Road reserve to provide for optimal NMT

• Clearly defined pedestrian space including the integrated design of space for street trading

• De-classification of Jadwat Street (between the new N-S link and Phila Ndwandwe Road) to Class U6a

to make provision for, amongst others, pedestrian priority

• Pedestrian bridge over Phila Ndwandwe Road to the proposed PRASA Retail Mall with linkage to

Baltex Avenue

The proposed NMT upgrades will be undertaken in compliance with the eThekwini Municipality Draft Non-

Motorised Transport Plan (Revision March 2013), which provides minimum design criteria for walkways and

bicycle roads for various classes of roads.

The minimum and desirable sidewalk clearance width range from 1.5m – 1.8m respectively for non-

commercial areas (including residential), and 2.5m – 3.5m for commercial areas. However, in light of the

confined road reserve widths and the provision of dedicated trading facilities within the reserve on certain

sections of roads, a minimum walkway width of 1.5m is deemed appropriate, although the proposed Urban

Design Layout generally provides for a minimum of 2m of dedicated pedestrian sidewalk widths and wider

where the road reserve / street width allows.



Furthermore, safe pedestrian crossings are to be provided at key pedestrian points at intersections and

midblock. These include raised pedestrian walkways (pedestrian tables) that are universally accessible (incl.

tactile paving) and the maintenance of the mid-block pedestrian traffic signals along Phila Ndwandwe Road.

The figure below indicates the proposed pedestrian priority network linking key public transport facilities,

streets and areas within the Isipingo CBD.

It is noted that the ETA has embarked on an NMT upgrade programme for the wider Isipingo and surrounding

areas. The proposed NMT network takes into account and dovetails with this programme, which will be

detailed in the implementation plan phase of this project.

4.4 PARKING AND DELIVERIES

Currently, on-street parking is provided on the Class U4 and U5 streets within the core of the CBD, and with

the consolidation and formalisation of the PT / MBT ranking and holding facilities, sufficient capacity for on-

street parking has been unlocked.

However, on-street parking provision will be undertaken in accordance with relevant ETA guidelines and

standards where available, whilst taking cognisance of the low-vehicle ownership rates for within the Isipingo

environs. With any new development, the expectation will be that on-site parking is to be provided as

prescribed in the ETA TIA guidelines. The Isipingo CBD is, however, a TOD node well served by PT and

therefore reduced parking standards should be considered for new developments, with at least 25%

reduction on applicable standards and possibly up to 50%, subject to any City-wide policy on TOD and parking

requirements.

The option of a dedicated structured parking garage could also be considered where there are pockets of

vacant land or redevelopment proposals, subject to ensuring positive edges along public spaces and streets.

The possibility of utilising basement or semi-basement parking arrangements should also be considered,

particularly where the sloping topography can accommodate such arrangements without significant

excavation and/or undue negative impact on adjoining public spaces and streets.

With respect to commercial deliveries, it is noted that loading bay requirements are indicated in the relevant

Town Planning Scheme of the eThekwini Municipality, which requires that these be provided on site.

However, as Isipingo is a historic town centre, certain retailers within the core CBD do not comply with the

minimum requirements, and undertake on-street deliveries.

The major bulk retailers, including Pick n Win, Cambridge Food and Liquor outlet, Boxer and Shoprite

undertake bulk deliveries with WB-50 articulated heavy vehicles on site and outside the road reserve. The

proposed Detailed Urban Design Layout provides for retaining current accesses to the on-site delivery yards

of these major retailers within the CBD. Provision has also been made within the Layout for the demarcation

of on-street loading bays for single unit delivery trucks (9m x 3m) and LDVs / bakkies (6m x 4m) for existing

smaller retailers and businesses.

The detailed location, demarcation and marking of parking and loading bays are expected to be undertaken

in a Traffic Impact Assessment study outside the scope of the IUDF, however as part of the implementation

stages of this IUDF.



FIGURE 42: PROPOSED NMT NETWORK



5 LAND USE PROPOSALS

5.1 LAND USE IMPLICATIONS

INTRODUCTION This section identifies the major land use and zoning implications of the Urban Design Framework. It is

stressed that any Land Development Application submitted within the study area should be considered

against this Urban Design Framework. Should an application be in line with this Framework, the Municipality

should look favourably on the application. Similarly, should an application not be in line with the framework,

the Municipality should ensure that the integrity of the Framework is maintained by refusing the application.

The table below reflects the current zoning and development parameters as they relate to the study area.

Generally, the zoning controls and parameters are adequate for the proposals made in this Urban Design

Framework.

TABLE 9: EXISTING LAND USE ZONING ALONG CBD STREETS

Isipingo CBD South Scheme of eThekwini Municipality (2017 Review)

Roads and Streets Predominant Land Use Zoning Development Parameters / Density Controls

Phila Ndwandwe Road

GC - General Commercial LC - Limited Commercial

SZ6 - Special Zone 6

GC - 1.8 FAR, 80% coverage, 6 storeys, 7.5m BL LC - 1.0 FAR, 75% coverage, 4 storeys, 7.5m BL

SZ6 - 3.0 FAR, 95% coverage, 6 storeys, 7.5m BL

Clark Road - Sulageni Road Minor Arterial Link

GC - General Commercial LI - Light Industry A - Administration

GC - 1.8 FAR, 80% coverage, 6 storeys, 7.5m BL LI - 1.25 FAR, 80% coverage, 5 storeys, 7.5m BL A - 1.5 FAR, 70% coverage, 6 storeys, 7.5m BL

Inwabi Road GC - General Commercial

LI - Light Industry GC - 1.8 FAR, 80% coverage, 6 storeys, 7.5m BL LI - 1.25 FAR, 80% coverage, 5 storeys, 7.5m BL

Jadwat Street


SZ3 - Special Zone 3 PCP - Public Car Park


SZ3 - 18,558.5m2 FA, 90% coverage, 6 storeys, 7.5m BL (mixed uses)

Thomas Lane (N) - Watson Lane North-South Collector Street Link


SZ3 - Special Zone 3 LI - Light Industry


SZ3 - 18,558.5m2 FA, 90% coverage, 6 storeys, 7.5m BL (mixed uses)

LI - 1.25 FAR, 80% coverage, 5 storeys, 7.5m BL

Thomas Lane (S) GC - General Commercial GC - 1.8 FAR, 80% coverage, 6 storeys, 7.5m BL

Gokul Road - Jadwat Street North-South Local Street Link

LI - Light Industry M&G - Municipal &

Government SR700 - Special Residential 700

LI - 1.25 FAR, 80% coverage, 5 storeys, 7.5m BL SR700 - 0.4 FAR, 40% coverage, 3 storeys, 7.5m BL

New Local Street (Jadwat Street - Kajee Street)

LC - Limited Commercial LC - 1.0 FAR, 75% coverage, 4 storeys, 7.5m BL

Thie Road GC - General Commercial

LI - Light Industry GC - 1.8 FAR, 80% coverage, 6 storeys, 7.5m BL LI - 1.25 FAR, 80% coverage, 5 storeys, 7.5m BL

Church Lane GC - General Commercial

PCP - Public Car Park GC - 1.8 FAR, 80% coverage, 6 storeys, 7.5m BL

Alexandra Avenue GC - General Commercial

SZ3 - Special Zone 3 PCP - Public Car Park

GC - 1.8 FAR, 80% coverage, 6 storeys, 7.5m BL SZ3 - 18,558.5m2 FA, 90% coverage, 6 storeys, 7.5m BL

(mixed uses)

Kajee Street LC - Limited Commercial

SR350 - Special Residential 350 LC - 1.0 FAR, 75% coverage, 4 storeys, 7.5m BL

SR350 - 0.6 FAR, 50% coverage, 3 storeys, 3m BL

Pardy Road LC - Limited Commercial LC - 1.0 FAR, 75% coverage, 4 storeys, 7.5m BL



Police Station Road LC - Limited Commercial

O - Office LC - 1.0 FAR, 75% coverage, 4 storeys, 7.5m BL O - 0.75 FAR, 50% coverage, 3 storeys, 7.5m BL

Saunders Avenue SR700 - Special Residential 700 SR700 - 0.4 FAR, 40% coverage, 3 storeys, 7.5m BL

All Other Streets Various Various

Notes:

FAR – Floor Area Ratio

FA – Floor Area

BL – Building Line

POTENTIAL ZONING IMPLICATIONS In terms of the zoning implications for the Urban Design Framework, we suggest that the Municipality

initiates a full Scheme review/ cleanup of the area to address the current inconsistencies in the scheme (for

example, much of the land around Bally Road, Kathor Road and so forth is zoned light industry, but residential

and commercial uses are in place), and to ensure that the Scheme is in line with the proposals of the Urban

Design Framework. This is beyond the scope of this project, but something that is essential if the UDF is to

reach fruition. This should be done by someone competent in both understanding Urban Design issues, and

the detailed Town Planning considerations of the UDF.

In order for the UDF to reach fruition, the proposed land uses for the new development should be (all in

terms of the South Scheme):

• Limited Commercial 1 for the developments described as mixed use

• General Commercial for developments described as commercial

• Public car park reservation for developments described as public transport facilities and

• Administration for developments described as government administration

The above can be done as part of the Scheme review suggested, or piecemeal. If the Municipality is unable

to undertake a full Scheme review and clean-up, or only undertakes this for sites in Municipal ownership,

then we suggest that the Municipality ensure that developers are aware of the intentions of the Urban Design

Framework, and that they ensure that applications are in line with this.

DEVELOPMENT PARAMETERS We suggest that the best solution, as with the zoning issues, is that the Municipality initiates an appropriate

Scheme Amendment that ensures that the building lines are in line with the proposed Urban Design

Framework. This includes ensuring a Nil Building line for the majority of the CBD, with exceptions as reflected

in the UDF (in particular, parts along the parallel North South Link Road).

If such a review is not possible, or is only possible for sites that belong to the Municipality, then the following

applies:

A nil building line has been proposed for all new developments. In order to achieve the nil building line, these

new developments will need to apply for Special Consent at the appropriate time. A Special Consent

Application requires building plans and will need to consider a range of issues such as parking, access and so

forth. Thus, this can only be undertaken once the proposed development is far enough in the design stages.

For sites where buildings are already developed, but where the developer wishes to extend to a nil building

line (or a smaller building line than 7.5 metres), a Special Consent Application as per the above would also be

required. It is noted that many of the sites along Phila Ndwandwe are already developed up to the site



boundary (or close to it). It is suggested that the building lines for these sites are relaxed via the appropriate

mechanism (either as a Scheme Amendment, or as a Special Consent).

It is stressed that whilst a nil building line is desirable for most of the CBD, where appropriate there may be

a need to have a 7.5 metre building line enforced. In particular, a setback is necessary on the North South

Link road (see figure below). Thus, the enforcement or relaxation of building lines be considered in line with

the overall intentions of the Urban Design Framework.

SUB-DIVISIONS AND CONSOLIDATIONS It is noted that the Urban Design Framework suggests some considerable rationalisation of the current

cadastre in Isipingo. In order for the full vision and intentions of the UDF to be reached, the Municipality

needs to ensure that at some point in the future, the sites are re-configured to align with these proposals.

Much of this rationalisation relates to reconfiguring the road network (which currently is almost illegible),

especially in terms of the parallel North South link. This rationalisation also relates to reconfiguring some

sites to better maximise their potential (eg the Redbro building), as well as their relationships to one another

and to the public.

POTENTIAL DEVELOPMENT YIELDS The following table (read with Figure 43) reflects the potential development yields. It is stressed that these

are very high level figures. The methodology used to calculate these figures is building footprint multiplied

by height. This does not take into account typical exclusions such as passageways, nor does it take into

account that there may be stepped storeys. Further details on actual bulk figures will need to be determined

at the detailed design stage.

TABLE 10: POTENTIAL DEVELOPMENT YIELDS

Building No.

Area (m²) Height Approximate Floor

Area (m²) Broad Use

1 2021 4 8086 Mixed Use

2 1189 4 4755 Commercial


4 632 4 2530 Government

5 940 4 3759 Mixed Use

6 880 4 3520 Mixed Use

7 676 4 2705 Mixed Use

8 527 2 1053 Mixed Use

9 542 2 1085 Mixed Use

10 425 4 1699 Mixed Use

11 466 4 1866 Mixed Use


14 1040 6 6238 Government





19 2089 6 12531 Commercial

20 9842 2 19683 Commercial



23 624 4 2498 Mixed Use



24 891 4 3563 Mixed Use

25 891 4 3563 Mixed Use

26 891 4 3563 Mixed Use

27 891 4 3563 Mixed Use

28 823 4 3291 Mixed Use

29 1509 4 6036 Mixed Use

30 7304 2 14607 Public Transport Facility



FIGURE 43: BUILDING NUMBERS TO BE READ WITH POTENTIAL DEVELOPMENT YIELD TABLE



6 IMPLEMENTATION PLAN The redevelopment of Isipingo is dependent on a number of projects as broadly identified in this report.

These projects have been further expanded on in the table below. The priorities of the projects, as well as

very high-level budgets, assumptions and risks, as well as who is responsible for the project is included in the

table. It is stressed that this section is not necessarily an implementation plan in terms of “spades in ground”

projects, but rather identifies the way forward for the CBD to develop over the coming decades.

All interventions and projects should be guided by the UDF vision, objectives, principles and proposals, i.e.

the need to develop an accessible, connected, walkable, legible, etc. CBD for Isipingo. Where appropriate,

key projects may need to include an urban designer on the project team to ensure that urban design

principles are an integral part of further studies, proposals and implementation efforts.



TABLE 11: IMPLEMENTATION PLAN

Discipline Project Project

Description

Project Details Priority /

Phase

Approximate

Budget

Assumptions and

Risks

Responsible

Department

Transport Traffic Impact

Assessment study

and Diversion

Model

Undertake a

detailed traffic

impact

assessment

study and

diversion model

to evaluate

proposed road

closures and

subsequent

traffic diversion.

This includes

the proposed

Clark Road /

Prospecton

Road linkage

A TIA in accordance

with the ETA manual

for TIAs, which includes

classified traffic count

data collection at key

intersections within the

CBD. Capacity analyses

will be undertaken to

determine operating

levels of service as a

result of diversion of

traffic, with required

intersection upgrades

and road link

improvements where

required.

High /

Short

Term

R500 000,00

(incl.

disbursements

for Traffic

Counts)

Proposed

intersection

upgrades and

road link

improvements (if

any) can be

accommodated

within the

existing road

reserve

ETA (Road

System

Management)

NMT Survey A non-

motorised

transport survey

Undertake pedestrian

(and pedal cyclist)

surveys including

origin-destination

interviews within the

CBD and in Public

Transport facilities to

determine NMT travel

patterns and desire

lines

High /

Short

Term

R200 000,00 A standalone

study or in

combination with

the Detailed

Public Transport

Study indicated

below

ETA (Strategic

Transport

Planning)




Description


Phase

Approximate

Budget

Assumptions and

Risks

Responsible

Department

Detailed Traffic

Signal Design

Upgrade the

priority-

controlled

intersection of

Khan Road / Old

South Coast

Road to traffic

signals

Undertake a traffic

signal warrant in terms

of the South African

Road Traffic Signs

Manual (Vol. 3) and

Detailed Designs

according to the ETA

(Urban Traffic Control)

Traffic Signal

Installation

Specifications and

Procedures

High /

Short

Term

R150 000,00

(excl.

construction /

installation)

Upgrades not

meeting SARTSM

warrants

ETA (Road

System

Management)

Detailed Public

Transport study for

the Isipingo CBD

A multi-faceted

study to assess

the PT

responses and

proposals, and

particularly the

MBT raking and

holding facilities

This will include an

assessment of all

studies and surveys

conducted to date, and

data gap analysis and

mitigation.

Furthermore, will

develop a PT

operational and

rationalisation plan,

including proposals to

formalizing PT

operations with service

contracts

High /

Short –

Medium

Term

R750 000,00

(including

disbursement

for Surveys)

Stakeholder / PT

Operators

engagement and

adoption

ETA (Strategic

Transport

Planning)

Isipingo CBD

Integrated

Develop an

integrated plan

for CBD

A detailed and

integrated

implementation plan

High /

Short

Term

R500 000,00

(excluding

ITMP should be

guided by UDF

vision, objectives,

ETA (in

conjunction with




Description


Phase

Approximate

Budget

Assumptions and

Risks

Responsible

Department

Transport Master

Plan (ITMP)

movement

system,

including PT,

NMT, roads and

streets,

deliveries, cars,

parking, etc.

with a capital

expenditure

programme of the

projects.

capital

expenditure)

principles and

proposals

Urban designer

should be

included on

consultant team

Strategic Spatial

Planning)

Urban Planning

and Design

Updated Isipingo

CBD Urban Design

Framework (UDF)

Prepare

updated

detailed UDF in

conjunction

with above

ITMP

Amend UDF as

necessary based on

further transport

studies and proposals

High /

Short

Term

R500,000 ITMP should not

undermine or

override core UDF

vision, objectives,

principles and

proposals

Strategic Spatial

Planning

Detailed Public

Space and Street

Design Layouts

Prepare detailed

design layouts

for public

spaces and

streets prior to

implementation

of public realm

upgrades

Includes following key

spaces: Jadwat Street

pedestrian spine and

linear market; new

north-south street and

markets; Phila

Ndwandwe Road; other

core east-west streets

High /

Short to

Medium

Term

Average of

R200,000 per

layout

Should be guided

by UDF vision,

objectives,

principles and

proposals

Urban designer

should be

included on

consultant team

Strategic Spatial

Planning /

Development

Engineering /

Parks

Land Legal and

Town Planning

Rezoning of

Catalytic / Priority

Land Parcels

Rezoning of

relevant CBD

properties to

realise UDF

vision,

objectives and

proposals


land parcels as shown

in the Urban Design

Framework:

• Limited Commercial

1 for the

developments

High /

Short to

Medium

Term

Can either be

done by the

Municipality,

or private

sector

Consultation with

landowner, due

legal process, etc.

to minimise risks

LUMS




Description


Phase

Approximate

Budget

Assumptions and

Risks

Responsible

Department

described as mixed

use. This includes:

o Erf 8 Farm 0156,

Isipingo.

o Erf 66, 67, 68, 69

Farm 0156, Isipingo.

o Erf 2603 Farm 0156,

Isipingo.

o Portion 1, 2, 3, of Erf

2255 of Farm 0156,

Isipingo.

o Erf 1624 of Farm

0156, Isipingo.

o Erf 1625 of Farm

0156, Isipingo.

o Erf 1620 of Farm

0156, Isipingo.

o Rem of erf 4711 of


• General Commercial

for developments

described as

commercial:

o Remainder of Erf

1029, of Farm 0156,

Isipingo.

o Portion 3 of Erf 398,

of Farm 0156,

Isipingo.




Description


Phase

Approximate

Budget

Assumptions and

Risks

Responsible

Department

o Erf 601 of Farm

0156, Isipingo.

o Remainder of Erf

365, of Farm 0156,

Isipingo.

o Erf 7 of Farm 0156,

Isipingo.

o Rem of Erf 1613 of


o Portion 1, 2, 3, 4, 5

of Erf 1614 of Farm

0156, Isipingo.

o Erf 1616 of Farm

0156, Isipingo.

o Portion 6, 7 of erf

2255 of Farm 0156,

Isipingo.

o Erf 1622 of Farm

0156, Isipingo.

o Portion 2 of Erf 590

of Farm 0156,

Isipingo.

• Public car park

reservation for

developments

described as public

transport facilities:




Description


Phase

Approximate

Budget

Assumptions and

Risks

Responsible

Department

o Portion 1, 2, 3, and

Rem of 413 of Farm

0156, Isipingo.

o Portion 4 of Rem of

Erf 1029 of Farm

0156, Isipingo.

• Administration for

developments

described as

government

administration:

o Erf 1616 of Farm

0156, Isipingo.

o Portion 3, 10 of

Erf 2255 of Farm

0156, Isipingo.

o Erf 64 of Farm

0156, Isipingo.

Building Line

Relaxations

Relaxation of

building lines for

existing and

new

development

The Municipality can

undertake the

relaxation of building

lines as part of a broad

scheme amendment.

Should this not occur,

the Municipality can

support and encourage

new development (and

existing development)

to build to the nil

Medium /

Medium

to Long

Term

In-House or

Private Sector

Developers do

not take up the

option.

LUMS




Description


Phase

Approximate

Budget

Assumptions and

Risks

Responsible

Department

building lines as

reflected in the Urban

Design Framework

Acquisition and

Release of Catalytic

/ Priority Land

Parcels

Acquire /

release lands

required for

development of

proposed PT /

MBT facilities

and new streets

and mixed use /

commercial

developments


land parcels: Redbro

site; Phila Ndwandwe

municipal bus / taxi

rank, etc.

High /

Short to

Medium

Term

TBD Should be guided

by UDF vision,

objectives,

principles and

proposals

LUMS, Treasury,

Legal

Secure Air Rights

for Pedestrian

Bridge

Municipality to

secure air rights

for the

pedestrian

bridge before

construction of

the bridge.

This will require

necessary engagement

with landowners of

affected parcels,

engagement with

PRASA to ensure access

is possible into the

retail mall, agreements

over closures etc.

High /

Medium

to Long

Term

In- House Should be guided

by UDF vision,

objectives,

principles and

proposals. Time

taken to obtain

air rights

LUMS, Treasury,

Legal

Implementation of

Parking Reduction

Requirements

Review parking

reduction

requirements

within Isipingo

CBD.

Isipingo CBD is

effectively a Transit

Oriented Development

and as such, an

appropriate parking

requirement reduction

should be

High /

Short to

Medium

Term

In- House To be done as

part of detailed

transport study.

LUMS, ETA




Description


Phase

Approximate

Budget

Assumptions and

Risks

Responsible

Department

implemented. The UDF

supports a 25%

reduction on applicable

standards and possibly

up to 50%

Scheme Cleanup Review of

Scheme against

existing land

uses

Ensure that land uses

inconsistent with the

Scheme are corrected.

High /

Short

term

In-House Consultation with

landowner, due

legal process, etc.

to minimise risks

LUMS

Implementation Requests for

Proposals (RfPs) for

Mixed Use /

Commercial

Developments

Issue RfPs for

key land parcels

identified for

mixed use /

commercial

developments

in UDF


land parcels: Redbro

site; Phila Ndwandwe

municipal bus / taxi

rank, etc.

High /

Short to

Medium

Term

In-House Potential

economic and

market

constraints

Strategic Spatial

Planning

Implement and

Develop PT / MBT

and Street

Network Proposals

and Facilities

Implement

priority

transport

proposals in

updated UDF /

ITMP

Develop main northern

and southern PT / MBT

ranks and release other

MBT ranks / sites for

development

High /

Short to

Medium

Term

TBD (as part

of ITMP)

Funding and

budgeting

constraints

ETA

Undertake Public

Space

Infrastructure and

Landscaping

Improvements

Implement

public realm

upgrades

identified in

UDF based on

detailed design

layouts


spaces: Jadwat Street

pedestrian spine and

linear market; new

north-south street and

markets; Phila

High /

Short to

Medium

Term

TBD Funding and

budgeting

constraints

Development

Engineering /

Parks




Description


Phase

Approximate

Budget

Assumptions and

Risks

Responsible

Department

Ndwandwe Road; other


Implement and

Develop Trading

Proposals and

Facilities

Implement

trading

proposals and

develop

facilities

identified in

UDF


trading spaces: Jadwat

Street, north-south

street, Phila

Ndwandwe Road, other


High /

Short to

Medium

Term

TBD Funding and

budgeting

constraints

Business

Support

Develop

Residential Infill

and Densification

Proposals

Promote

residential infill

and

densification

within and

around CBD


housing opportunities:

residential

development on upper

floors of mixed use

developments within

the CBD where

appropriate;

densification along the

new north-street;

densification of

residential areas

adjoining the CBD

High /

Medium

Term

TBD Funding and

budgeting

constraints

Human

Settlements

Other Ongoing Liaison

with Relevant

Stakeholders

Undertake

ongoing liaison

with relevant

stakeholders

during planning

and

implementation


stakeholders: taxi

associations, trading

associations, local

businesses, PRASA, etc.

High /

Ongoing

In-House Lack of

stakeholder

agreement /

stakeholder

conflict

Various




Description


Phase

Approximate

Budget

Assumptions and

Risks

Responsible

Department

Isipingo

Sustainable

Drainage System

(SuDS)

Infrastructure Plan

Prepare a SuDS

infrastructure

plan for the CBD

based on the

new urban

design layout

Includes proposals for

addressing stormwater

blockages and flooding,

incorporating SuDS

measures and

infrastructure into

public spaces and

streets, requiring SuDS

measures for private

developments, etc.

High /

Short

Term

TBD Funding and

budgeting

constraints

Need to

incorporate softer

measures such as

permeable

paving, green

landscaping,

surface water

storage and

attenuation, etc.

Water and

Sanitation



7 CONCLUSION This Urban Design Framework serves as a long- term plan for the Isipingo CBD. It is important to remember

that the Urban Design Framework is:

• A framework that provides an overall guidance for a locally defined area (the Isipingo CBD only) through which other studies will need to be done. It provides a 20-year intention for the area, and is not able to fix all of the issues in Isipingo. In effect the Urban Design Framework acts to tie other disciplines together.

• Guided by broader plans that deals with proposals and projects for the wider area, such as Isipingo LAP, eThekwini SDF, etc.

• Not a plan to address infrastructure issues in detail.

• A tool to address issues such as land use, structure of streets and pedestrian scape, aesthetics.

• To be supported through ongoing management, enforcement, more detailed implementation and projects.

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