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

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

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

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

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

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

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

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

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

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

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• 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

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

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

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

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

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

FIGURE 2: STUDY AREA

Source: EThekwini Municipality (2016)

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

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 • One on one engagements as necessary 3. Conceptual • Client Workshop • 2 x Urban Design Concept Plans Framework • Stakeholder focus group session(s) • PSC Meeting 2 • One on one engagements as necessary 4. Detailed Urban Design • Client Workshop • Detailed Urban Design Layout Layout • Stakeholder focus group session(s) • PSC Meeting 3 5. Urban Design 3-D • PSC Meeting 4 • 3-D Model and street level views Modelling 6. Implementation Plan • PSC Meeting 4 • Implementation Plan and Closeout Report • Closeout Meeting • 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.

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

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

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• 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 Multi-Purpose Centre / Municipal Facility Priority CBD Movement Network Infill Development Pedestrian / NMT Priority Route Pedestrianised Route Proposed PRASA Mall Pedestrian Bridge Commercial with Public Transport Over Public Transport Facility Infill Development with Mixed Use Over

Market / Pedestrian Precinct 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.

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Concept Plan 1 – Previous Urban Design Framework Concept Plan 2 – Current Development Proposals Proposals 1. Infill development of MBT rank on private land south 1. Upgrade PRASA station and develop retail mall over of Jadwat Street, including shopping centre and new rail reserve pedestrian street 2. Develop MPC on municipal land along Thomas Lane, 2. Infill development of MBT rank on private land north including MBT facilities and government services; of Jadwat Street, including ground floor commercial develop a MBT holding area on lands between MPC and first floor MBT rank and Alexandra Avenue; convert existing MBT rank on 3. MBT rank and some infill development on municipal municipal land along Phila Ndwandwe Road to a land along Thomas Lane (MPC site) market centre and pedestrianise Church Lane 4. Infill development and MBT rank on land south of 3. Develop PT feeder facilities at existing MBT ranks on municipal land (MPC site) private land north and south of Jadwat Street; 5. Public realm and NMT upgrades along other key public upgrade of vehicular/pedestrian link to PT feeder streets within and linking to CBD facilities along Jadwat Street 6. Public realm and NMT upgrade of Phila Ndwandwe 4. Pedestrian bridge linking Jadwat Street, train station Road and Baltex Avenue 7. North-south link road and public realm and NMT 5. Public realm and NMT upgrade of Phila Ndwandwe upgrade Road 8. Pedestrian bridge linking Jadwat Street, train station 6. North-south link road and public realm and NMT and Baltex Avenue upgrade

FIGURE 3: CONCEPT PLAN OPTIONS

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Concept Plan 3 – Maximise Infill Development Concept Plan 4 – Maximise Public Transport Potential Potential 1. Multi-storey MBT rank facilities and public housing on 1. Upgrade PRASA station and develop retail mall over municipal land along Thomas Lane (MPC site) rail reserve 2. Infill development and MBT rank on land south of 2. Develop PT feeder facilities at existing MBT ranks on municipal land (MPC site) private land north and south of Jadwat Street to 3. Redbro building converted for retail and market on create northern, southern and western ranks catering ground floor and MPC and offices on upper floors for 3 main MBT systems (north, south and west) 4. Linear market along Jadwat Street, new north-south 3. Provide separate northern/western and southern link and through Redbro building linking to MBT rank access systems for new MBT rank facilities facilities 4. Develop MPC on municipal land along Phila 5. Infill development of MBT rank on private land south Ndwandwe Road (existing municipal MBT rank of Jadwat Street facility), pedestrianise Church Lane and provide for 6. Infill development of MBT rank on private land north trading facilities of Jadwat Street 5. Pedestrianise Jadwat Street and develop a linear 7. Public realm and NMT upgrade of Phila Ndwandwe market along Jadwat Street and new north-south link Road 6. Public realm and NMT upgrade of Phila Ndwandwe Road

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

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.

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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

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• 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

South PT Movement System

SOUTH PT Movement System Boarding Passenger Demand # Vehicles (year 2030) Rank No. Rank Name # destinations Total Total AM Peak Off-Peak PM Peak Ranking Holding 1 Galleria 10 1211 3554 2842 7607 97 193 290 TOTAL (Pax) 7607 TOTAL (Vehs) 290

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

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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

South-West PT Movement System

SOUTH-WEST PT Movement System Boarding Passenger Demand # Vehicles (year 2030) Rank No. Rank Name # destinations Total Total AM Peak Off-Peak PM Peak Ranking Holding 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 TOTAL (Pax) 22126 TOTAL (Vehs) 992

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

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West PT Movement System

WEST PT Movement System Boarding Passenger Demand # Vehicles (year 2030) Rank No. Rank Name # destinations Total Total AM Peak Off-Peak PM Peak Ranking Holding 9 Umlazi 7 813 1274 1110 3197 15 31 46 TOTAL (Pax) 3197 TOTAL (Vehs) 46

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

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North PT Movement System

NORTH PT Movement System Boarding Passenger Demand # Vehicles (year 2030) Rank No. Rank Name # destinations Total Total AM Peak Off-Peak PM Peak Ranking Holding 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 TOTAL (Pax) 29473 TOTAL (Vehs) 1318

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

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

On-Street Movement System

ON-STREET PT Movement System Alighting Passenger Demand # Vehicles (year 2030) Rank No. Rank Name # destinations Total Total AM Peak Off-Peak PM Peak Ranking Holding north Phila N. Rd n/a 5787 6930 5797 18514 n/a n/a south Phila N. Rd n/a 75 34 3 112 TOTAL (Pax) TOTAL (Vehs) 0 Total Alighting 18626 Boarding Vols. 355

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.

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• 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.

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

FIGURE 10: PROPOSED PUBLIC TRANSPORT NETWORK AND MBT MOVEMENT SYSTEMS

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

TABLE 3: PROPOSED MBT RANKING AND HOLDING CAPACITY

Proposed Proposed Proposed Proposed Useable Proposed Site Area MBT MBT Car No. PT Facilities Location Main Area MBT Comments / Assumptions (m2) Holding Ranking Parking Destination (m2) Bays Bays Bays Bays KwaMakhutha Proposed bays based on Shoprite 1 S S 3,446 2,757 72 61 11 41 Rank 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 S / 5 Folweni Rank S 10,626 0 0 0 0 Infill development (potential SC & MU) Central N / Infill development on 1/3 of site; 2/3 6 Durban Rank S 8,444 4,503 300 200 100 Central holding & 1/3 ranking Infill development (potential MPC & 7 Bus Rank N 2,052 0 0 0 0 MU) Umbumbulu / 8 N N, W, S 28,754 19,188 1,279 853 426 Total Emfume Rank Northern portion double level & Northern & 8A N N, W 16,725 13,380 892 595 297 southern portion single level; 2/3 Western Rank 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 Phila 50% MBT linear drop-off laybyes along 10 Ndwandwe Isipingo 430 215 27 0 27 northbound edge Road Drop-Offs North-South 50% MBT linear drop-off laybyes along 11 Street Drop- Isipingo 240 120 15 0 15 single side of street Offs 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

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

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

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

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.

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

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.

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

FIGURE 11: PROPOSED PEDESTRIAN PRIORITY NETWORK

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

NORTH-SOUTH CONNECTIVITY AND LINKAGES ROPOSED RBAN ESIGN AYOUT 3 P U D L The Isipingo CBD forms part of a major metropolitan development and transport corridor connecting the southern areas of eThekwini and KZN to 3.1 INTRODUCTION the Durban CBD and Port. North-south connectivity and linkages within The proposed urban design layout builds on the vision, objectives, and surrounding the study area are critical for providing access to the CBD principles and conceptual proposals outlined above and is underpinned by from areas to the south and north and also for providing internal linkages a number of proposals with regard to strengthening connectivity and and access within the CBD. linkages, improving public spaces, transport and facilities and encouraging Key Issues and Challenges responsive infill development and intensification. Key issues and challenges with respect to improving north-south connectivity and linkages are as follows: 3.2 KEY URBAN DESIGN LAYOUT PROPOSALS • Phila Ndwandwe Road and Wilcox Road provide the main north- A number of key proposals have been identified to transform the CBD into south linkages within and adjoining the Isipingo CBD. an intensive, inclusive, connected, walkable and legible urban environment: • Phila Ndwandwe Road currently experiences congestion as a result of the friction between through vehicular traffic, on-street • North-South Connectivity and Linkages deliveries, inadequate space available for pedestrian walkways, • East-west Connectivity and Linkages unsafe crossing of pedestrians, and the concentration and • Core Public Spaces encroachment of trading activities within the road reserve. • Public Transport Access and Facilities • There are no adequate direct north-south links parallel to Phila • Infill Development, Redevelopment and Intensification Ndwandwe Road within the Isipingo CBD, which undermines Opportunities north-south connectivity and access within the CBD. • Responsive Built Form • Public Space and NMT Network The urban design objective and proposals for improving north-south • Trading Facilities and Opportunities connectivity and linkages are outlined below. • Green Spaces and Landscaping Structure

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

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

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

EAST-WEST CONNECTIVITY AND LINKAGES • Some of the east-west cross linkages do not connect onto Phila The Isipingo CBD forms is situated between the Isipingo and Umlazi Ndwandwe Road, including Clark Road, and the Isipingo LAP residential areas to the west and the Prospecton industrial area to the proposes that Clark Road be connected to Phila Ndwandwe Road east. East-west connectivity linkages within and surrounding the study and extended to link up with Sulageni Road to the west. area are critical for providing access to the CBD from the surrounding The urban design objective and proposals for improving east-west residential and industrial areas and for linking to the rail corridor and connectivity and linkages are outlined below. Isipingo rail station.

Key Issues and Challenges 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.

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

Urban Design Objective and Proposals

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

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

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 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.

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

Urban Design Objective and Proposals

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

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

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 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.

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

Urban Design Objective and Proposals

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

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

INFILL DEVELOPMENT, REDEVELOPMENT AND Urban Design Objective and Proposals INTENSIFICATION OPPORTUNITIES Encourage TOD through the intensification of development and land The Isipingo CBD is an important TOD node given the availability of rail, use activities within the Isipingo CBD, including infill development, bus and MBT services and facilities within easy walking distance. The TOD redevelopment and densification. Encourage the introduction of more potential of the CBD needs to be supported and enhanced through the intensive residential uses within and around the CBD to promote 24 appropriate intensification of development within and around the CBD. hour activity and passive surveillance. This will also help to promote local business development, employment 1. Redevelop the Redbro site to facilitate the new north-south street creation and investment opportunities. and create two redevelopment opportunities, including a potential Key Issues and Challenges MPC on the western portion and a mixed use / commercial Key issues and challenges with respect to infill development, development on the eastern portion with high levels of access from redevelopment and intensification within the CBD are as follows: the new PT / MBT facilities and north-south street. 2. Promote the development of the existing municipal bus rank along • There are a number of vacant, undeveloped and underutilised Phila Ndwandwe Road for mixed use / commercial development lands within CBD which currently undermines the performance and the existing development site to the west. and legibility of the CBD but which provide opportunities for the development and improvement of the CBD. The issue of bad 3. Encourage the refurbishment and/or intensification, or buildings will also need to be addressed. redevelopment of the existing building west of the municipal bus rank for more intensive mixed use development. • There is a need to support the intensification of the CBD to promote local development and employment opportunities and 4. Support the development of trading facility, public amenity and to increase thresholds of support for public facilities and trading support facility buildings along the edges of PT / MBT facility and activities. public spaces to spatially define and activate these spaces.

The urban design objective and proposals for encouraging infill 5. Consider the potential for mixed use/residential development on development, redevelopment and intensification within the CBD are the upper levels of the western portion of the northern PT / MBT outlined below. facility with access from Gokul Road. 6. Encourage infill development on undeveloped lands between

Jadwat Street and Kajee Street for mixed use/commercial development.

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

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

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ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

RESPONSIVE BUILT FORM • The 7.5m building line in most CBD zones is a major constraint to The placement, design and use of buildings in relation to adjoining public the development of responsive built form that creates positive spaces and streets has a significant impact on the spatial definition and building-street interfaces. There is a need to encourage reduced quality of these spaces and the intensity of activities that can be attracted and in many cases zero (0m) building lines within the CBD and to public spaces. New development within the CBD needs to promote a provide for parking to the side or rear of buildings, or possibly also positive relationship between built form and adjoining public spaces and using the basement or roof level of developments. streets to help create well-defined, active and suitably scaled public spaces • In cases where the road reserve / street width is very narrow, and also to support pedestrian, local business and trading activities. however, there may be a need to setback buildings to create a wider reserve and public space that can accommodate wider Key Issues and Challenges pedestrian sidewalks, etc. Key issues and challenges with respect to built form within the CBD are as follows: The urban design objective and proposals for promoting and encouraging responsive built form within the CBD are outlined below. • 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 Planning Initiative and Team Page 35

ISIPINGO CBD URBAN DESIGN FRAMEWORK AND 3-D RENDITION

Urban Design Objective and Proposals

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

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FIGURE 18: EXISTING BLOCK STRUCTURE FIGURE 19: PROPOSED BLOCK STRUCTURE

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FIGURE 20: PROPOSED FIGURE GROUND FIGURE 21: PROPOSED BUILDING USES

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FIGURE 22: PROPOSED BUILDING HEIGHTS

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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 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.

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Urban Design Objective and Proposals

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

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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 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.

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Urban Design Objective and Proposals

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

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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.

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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 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.

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Urban Design Objective and Proposals

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

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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

Typical Typical Traffic Lanes Current Road Proposed Road Main Road Building to Traffic Pedestrian Phila Ndwandwe Isipingo CBD (Cross- Parking Provision Trading Classification Classification Alignment Reserve Building Flow Sidewalks Road Intersections Section) Width Width Class U4a Both No on-street, but Both sides Phila (between Inwabi 25m (to sides Class U3 Urban North- off-street (very narrow Typically 100-150m Ndwandwe Road and building 25-30m 4 Lanes Two-way (mainly Minor Arterial South adjoining some on certain between junctions Road Saunders edge) western businesses sections) Avenue) edge) Prospection Southern 25m (to Road Class U3 Urban section (very Typically 100-150m Class U3 East-West building 25-30m 4 – 6 Lanes Two-way Prohibited None (western Minor Arterial narrow to between junctions edge) segment) non-existent) Class U5b One side Not linked - Clark Road Residential Class U3 East-West 8-10m 20-50m 2 Lanes Two-way None (northern None proposed signalised Local Street edge) intersection 2 Lanes (3 Class U4 Urban lanes at No on-street, One side T-junction (+ petrol Inwabi Road Collector Class U4 East-West 12m 20-30m Phila Two-way adjoining some (southern None station entrance) Street Ndwandwe businesses edge) Road) Both Both sides Class U4 Urban One-way sides On-street (northern T-junction (left out Jadwat Street Collector Class U4 East-West 12.5m 14-20m 1 Lane (east- (mainly (northern edge) edge very only) Street bound) northern narrow) edge) Class U4a Commercial Two-way Collector Street Class U5a (one-way (secondary linkages (between Inwabi North- On-street Both Thomas Lane Commercial 15-18m 30-40m 2 Lanes north of Both sides via Inwabi Road and & Alexandra) South (western edge) sides Local Street Church Church Lane) Class U5a Lane) Commercial Local Street

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Typical Typical Traffic Lanes Current Road Proposed Road Main Road Building to Traffic Pedestrian Phila Ndwandwe Isipingo CBD (Cross- Parking Provision Trading Classification Classification Alignment Reserve Building Flow Sidewalks Road Intersections Section) Width Width (eastern bypass segment) Class U4a Class U5 Urban North- On-street Both (secondary linkages Watson Road Commercial 15-18m 30-40m 2 Lanes Two-way Both sides Local Street South (eastern edge) sides via several streets) Collector Street One side Class U5 Urban North- (western Gokul Road Class U5 8-12m 20-35m 2 Lanes Two-way No on-street None – Local Street South edge - very narrow) No on-street, Class U5 Urban T-junction (full Thie Road Class U5 East-West 12.5m 20-30m 2 Lanes Two-way adjoining some None None Local Street directional) businesses 2 Lanes (1 Both Class U5a One-way On-street Signalised T- used for Both sides sides Church Lane Commercial Class U5 East-West 11m 15-20m (eastbou (northern lane) - junction (full informal (narrow) (very Local Street nd) informal directional) parking) limited) One-way Alexandra Class U5 Urban On-street Both Roundabout (left Class U5 East-West 15-18m 15-20m 1 Lane (westbou Both sides Avenue Local Street (southern edge) sides and right in) nd) Class U5a One-way On-street Both T-junction (left in Kajee Street Commercial Class U5 East-West 10m 15-20m 1 Lane (westbou Both sides (southern edge) sides only) Local Street nd) Class U5 Urban On-street Both Roundabout (full Pardy Road Class U5 East-West 12m 15-20m 2 Lanes Two-way Both sides Local Street (southern edge) sides directional) Class U5a Police Station (secondary linkage Commercial Class U5 East-West 10-12m 20-30m 2 Lanes Two-way None Both sides None Road via a service road) Local Street Class U4a Commercial 2 Lanes (3 Class U5b Collector Street lanes at One side Saunders T-junction (full Residential (between East-West 24m 20-30m Phila Two-way None (southern None Avenue directional) Local Street Watson & Phila) Ndwandwe edge) Class U5 (west Road) of Watson) Generally not (mostly secondary All Other Class U5 Urban Generally 2 Generally Generally not Generally Class U5 Various Various Various provided or linkage via other Streets Local Streets lanes two-way provided none only on one streets)

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Typical Typical Traffic Lanes Current Road Proposed Road Main Road Building to Traffic Pedestrian Phila Ndwandwe Isipingo CBD (Cross- Parking Provision Trading Classification Classification Alignment Reserve Building Flow Sidewalks Road Intersections Section) Width Width side & very narrow

TABLE 6: STREET AND PUBLIC SPACE TYPOLOGIES AND PROPOSALS

Proposed Road Proposed Street Isipingo CBD Proposed Treatment / Intention Proposed Typical Street Configuration Classification Typology Primary Reconfigure Phila Ndwandwe Road through public realm Connector and 4 x 3m traffic lanes, 1 x 3m laybye, 2 x and NMT upgrading, including PT laybyes, wider Class U4a Commercial Phila Ndwandwe Road Commercial / 2m pedestrian sidewalks, 2 x 2m trading pedestrian sidewalks, formalised trading spaces/facilities, Collector Street Mixed Use High spaces, 1 x 1m median landscaping, etc. Street Connect Clark Road to Phila Ndwandwe Road at the Clark Road - Sulageni Prospecton Road junction and extend Clark Road to Class U3 Urban Minor 2 x 3m traffic lanes, 2 x 2m pedestrian Road Minor Arterial Minor Arterial connect to Sulageni Road (and on to Inwabi Road) to Arterial sidewalks Link improve east-west connectivity and access Upgrade public realm and NMT to support the role of Class U4a/b Commercial / Inwabi Road as an important east-west linkage between Commercial / 2 x 3m traffic lanes, 2 x 2m pedestrian Inwabi Road Residential Isipingo and Umlazi and to provide the northern access to Residential Collector sidewalks Collector Street the new North-South Link Street Reconfigure Jadwat Street to provide a core public space Class U6a Pedestrian East of N-S Link – East of N-S Link – Pedestrianised Street and the main pedestrian link between the Isipingo CBD, Priority Street or Area Pedestrian with Trading Spaces the PRASA rail station and retail mall and Prospecton to (east of N-S Link) Jadwat Street Walkway West of N-S Link – 2 x 3m traffic lane, 1 the east. Upgrade the public realm and NMT and provide Class U4b Residential West of N-S Link x 3m laybye/parking, 2 x 2m pedestrian a pedestrian / trading bridge connecting over Phila Collector Street (west – Collector Street sidewalks Ndwandwe Road to Isipingo rail station and retail mall of N-S Link) Thomas Lane (N) - Develop a new N-S link street (incorporating unnamed Commercial / 2 x 3m traffic lanes, 1 x 3m Watson Road North- 510269 Street) as a key commercial collector street, Class U4a Commercial Mixed Use laybye/parking, 2 x 2m pedestrian South Collector Street vehicular circulation and PT access route, pedestrian and Collector Street Collector Street / sidewalks, 2 x 2m trading space Link trading spine and core public space within the CBD High Street (minimum) Utilise the eastern bypass of the southern segment of Class U5a Commercial Commercial Local 2 x 3m traffic lanes, 2 x 2m pedestrian Thomas Lane (S) Thomas Lane as a local access street and service and Local Street Street sidewalks delivery lane for local businesses

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Proposed Road Proposed Street Isipingo CBD Proposed Treatment / Intention Proposed Typical Street Configuration Classification Typology Gokul Road - Jadwat Extend southern end of Gokul Road to connect to Jadwat Class U5 Urban Local Residential Local 2 x 3m traffic lanes, 2 x 2m pedestrian Street North-South Street to improve north-south connectivity Street Street sidewalks Local Street Link Utilise the existing cadastral road reserve to develop a New North-South new local access street that improves north-south Class U5a Commercial Commercial Local 2 x 3m traffic lanes, 2 x 2m pedestrian Local Street (Jadwat connectivity between Jadwat Street and Kajee Street and Local Street Street sidewalks Street - Kajee Street) serves local businesses Utilise Thie Road as an important east-west linkage between Phila Ndwandwe Road, the new North-South Class U5 Urban Local Commercial Local 2 x 3m traffic lanes, 2 x 2m pedestrian Thie Road Link and residential areas to the west and upgrade the Street Street sidewalks public realm and NMT Utilise Church Lane as part of an important east-west 1 x 3m traffic lane, 1 x 3m Class U5a Commercial Commercial Local Church Lane linkage between Phila Ndwandwe Road and the new laybye/parking, 2 x 1.5m pedestrian Local Street Street North-South Link and upgrade the public realm and NMT sidewalks, 2 x 1m trading space Reconfigure Alexandra Avenue to accommodate the new North-South Link and provide for two-way traffic (to 2 x 3m traffic lane, 1 x 3m compensate for the closure of the Jadwat Street east Class U5a Commercial Commercial Local Alexandra Avenue laybye/parking, 2 x 2m pedestrian connection to the new North-South Link), reorganise and Local Street Street sidewalks, 2 x 1.5m trading space simplify circulation patterns and rationalise and improve the development potential of the block structure Utilise Kajee Street as an important east-west linkage 1 x 3m traffic lane, 1 x 3m between Phila Ndwandwe Road, the new North-South Class U5a Commercial Commercial Local Kajee Street laybye/parking, 2 x 2m pedestrian Link and residential areas to the west and upgrade the Local Street Street sidewalks, 2 x 1.5m trading space public realm and NMT Utilise Kajee Street as an important east-west linkage 2 x 3m traffic lanes, 1 x 3m between Phila Ndwandwe Road, the new North-South Class U5a Commercial Commercial Local laybye/parking, 2 x 2m pedestrian Pardy Road Link and residential areas to the west and upgrade the Local Street Street sidewalks, 2 x 1.5m trading space public realm and NMT (minimum) Utilise Police Station Road as an important east-west linkage between Phila Ndwandwe Road and the new Class U5a Commercial Commercial Local 2 x 3m traffic lanes, 2 x 2m pedestrian Police Station Road North-South Link to the west and upgrade the public Local Street Street sidewalks realm and NMT Upgrade public realm and NMT to support the role of East of Watson Class U4a Commercial Saunders Avenue as an important east-west linkage and Road – 2 x 3m traffic lanes, 2 x 2m pedestrian Saunders Avenue Collector Street (east to provide the southern access to the new North-South Commercial sidewalks of Watson Road) Link Collector Street

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Proposed Road Proposed Street Isipingo CBD Proposed Treatment / Intention Proposed Typical Street Configuration Classification Typology Class U5b Residential East of Watson Local Street (west of Road – Watson Road) Residential Local Street Public realm and NMT upgrading to improve pedestrian Residential Local 2 x 3m traffic lanes, 2 x 2m pedestrian All Other Streets infrastructure and safety, including pedestrian sidewalks Class U5 Local Street Street sidewalks and landscaping

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.

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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.

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• 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

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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

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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.

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FIGURE 30: PUBLIC SPACE, LANDSCAPING AND NMT NETWORK

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FIGURE 31: PUBLIC SPACE AND TRADING TYPOLOGIES

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The figures below indicate the different trading typologies identified and the public space and trading network proposed for the Isipingo CBD.

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FIGURE 32: TRADING TYPOLOGIES: GENERAL CLASSIFICATION

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FIGURE 33: TRADING TYPOLOGIES: PLAN CONFIGURATIONS

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FIGURE 34: TRADING TYPOLOGIES: SITE UTILISATION

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FIGURE 35: TRADING TYPOLOGIES: MANAGEMENT GUIDELINES

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FIGURE 36: EXAMPLES OF TRADING TYPOLOGIES

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FIGURE 37: BUILT FORM EDGES AND HEIGHTS

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FIGURE 38: COMPOSITE URBAN DESIGN LAYOUT

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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.

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FIGURE 39: EXISTING ROAD NETWORK

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FIGURE 40: PROPOSED ROAD NETWORK

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TABLE 7: EXISTING AND PROPOSED ROAD NETWORK

Existing Routes Proposed Routes Description Mobility Routes Class U1 Principal Arterial N2, including Upgrade of N2 carriageway and the Prospecton N2, including interchange ramps interchange ramps interchange amongst others Class U2 Major Arterial Wilcox Road, Old Wilcox Road, Old Main Road Main mobility route for through traffic Main Road Class U3 Minor Arterial Phila Ndwandwe Road (north of Phila Ndwandwe Retain southern and northern segments of road as Class Inwabi Road & south of Saunders Road U3 Urban Minor Arterial linkages Avenue) Clark Road - Sulageni Road East- Create east-west Class U3 Urban Minor Arterial linking Clark Road West Minor Arterial Link to Umlazi residential area Existing north-south minor arterial linking through Jeffels Road Jeffels Road western part of Prospecton Sipho Mkhize Drive Sipho Mkhize Drive Existing east-west minor arterial linking to Isipingo Joyner Road (and New East-West Joyner Road (W) Create east-west minor arterial linking to Isipingo Hills Link to Isipingo Hills) Prospecton Road (N of Baltex Retain southern and northern segments of road as Class Prospecton Road Avenue & S of Joyner Road) U3 minor arterial linkages Access Routes Class U4 Collector Street Phila Ndwandwe Road (south of Reclassify the central CBD portion of road from Class U3 – Inwabi Road & north of Saunders to Class U4 to facilitate public realm upgrade as high Avenue) street Existing east-west collector street linking to Umlazi Inwabi Road Inwabi Road residential area to the west Thomas Lane - Watson Road Create north-south collector street / activity spine / high – North-South Collector Street Link street with pedestrian and trading priority Retain classification of western segment of street west Jadwat Street Jadwat Street (west of N-S Link) of New North-South Collector Street Platt Drive Platt Drive Existing collector street / loop system linking to Isipingo Reclassify eastern segment from Class U5 to Class U4 – Saunders Avenue (east of N-S Link) 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 Reclassify central portion of street as Class U4 to – Avenue & N of Joyner Road) facilitate public realm upgrade Reclassify Joyner Road as Class U3 minor arterial linking Joyner Road (E) – to future Dig-Out Port The Avenue East, Inner Circuit Road, The Avenue East, Inner Circuit Existing collector streets linking Isipingo Beach Outer Circuit Road, Road, Outer Circuit Road, 5th residential areas 5th Avenue, Delta Avenue, Delta Road, Beach Road Road, Beach Road Class U5 Local Street Reclassify as Class U3 as part of Clark Road link to Sulageni Road – Umlazi residential area to the west Gokul Road - Jadwat Street North- Extend southern end of Gokul Road local street to link Gokul Road South Local Street Link to Jadwat Street

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Existing Routes Proposed Routes Description Thie Road Thie Road Existing east-west local street Bally Road Bally Road Existing north-south local street Existing north-south local street bypassed by New Thomas Lane Thomas Lane (eastern bypass) North-South Collector Street Church Lane Church Lane Existing east-west local street Upgrade to two-way local street to compensate for Alexandra Avenue Alexandra Avenue closure of Jadwat Street Reclassify to Class U4 as part of New N-S Collector Watson Road – Street Reclassify eastern segment as Class U6a to facilitate – Jadwat Street (East of N-S Link) public realm upgrade as priority pedestrian and trading spine New North-South Local Street Create new north-south local street between Jadwat – (Jadwat Street - Kajee Street) 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 Retain western segment as Class U5b Residential Local Saunders Avenue Saunders Avenue (west of N-S Link) Street linking to Isipingo residential areas All other streets not specifically identified are classified Other Streets Other Streets as Class U5 urban local streets Class U6 Urban Walkway Pedestrianise eastern segment of New North-South – Jadwat Street (east of N-S Link) 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

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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.

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FIGURE 41: PROPOSED PUBLIC TRANSPORT NETWORK

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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. The Planning Initiative and Team Page 73

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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.

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FIGURE 42: PROPOSED NMT NETWORK

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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 GC - General Commercial GC - 1.8 FAR, 80% coverage, 6 storeys, 7.5m BL Phila Ndwandwe LC - Limited Commercial LC - 1.0 FAR, 75% coverage, 4 storeys, 7.5m BL Road SZ6 - Special Zone 6 SZ6 - 3.0 FAR, 95% coverage, 6 storeys, 7.5m BL Clark Road - Sulageni GC - General Commercial GC - 1.8 FAR, 80% coverage, 6 storeys, 7.5m BL Road Minor Arterial LI - Light Industry LI - 1.25 FAR, 80% coverage, 5 storeys, 7.5m BL Link A - Administration A - 1.5 FAR, 70% coverage, 6 storeys, 7.5m BL GC - General Commercial GC - 1.8 FAR, 80% coverage, 6 storeys, 7.5m BL Inwabi Road LI - Light Industry LI - 1.25 FAR, 80% coverage, 5 storeys, 7.5m BL GC - General Commercial GC - 1.8 FAR, 80% coverage, 6 storeys, 7.5m BL LC - Limited Commercial LC - 1.0 FAR, 75% coverage, 4 storeys, 7.5m BL Jadwat Street SZ3 - Special Zone 3 SZ3 - 18,558.5m2 FA, 90% coverage, 6 storeys, 7.5m BL PCP - Public Car Park (mixed uses) GC - 1.8 FAR, 80% coverage, 6 storeys, 7.5m BL Thomas Lane (N) - GC - General Commercial LC - 1.0 FAR, 75% coverage, 4 storeys, 7.5m BL Watson Lane North- LC - Limited Commercial SZ3 - 18,558.5m2 FA, 90% coverage, 6 storeys, 7.5m BL South Collector SZ3 - Special Zone 3 (mixed uses) Street Link LI - Light Industry 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 LI - Light Industry Gokul Road - Jadwat M&G - Municipal & LI - 1.25 FAR, 80% coverage, 5 storeys, 7.5m BL Street North-South Government SR700 - 0.4 FAR, 40% coverage, 3 storeys, 7.5m BL Local Street Link SR700 - Special Residential 700 New Local Street (Jadwat Street - LC - Limited Commercial LC - 1.0 FAR, 75% coverage, 4 storeys, 7.5m BL Kajee Street) GC - General Commercial GC - 1.8 FAR, 80% coverage, 6 storeys, 7.5m BL Thie Road LI - Light Industry LI - 1.25 FAR, 80% coverage, 5 storeys, 7.5m BL GC - General Commercial Church Lane GC - 1.8 FAR, 80% coverage, 6 storeys, 7.5m BL PCP - Public Car Park GC - General Commercial GC - 1.8 FAR, 80% coverage, 6 storeys, 7.5m BL Alexandra Avenue SZ3 - Special Zone 3 SZ3 - 18,558.5m2 FA, 90% coverage, 6 storeys, 7.5m BL PCP - Public Car Park (mixed uses) LC - Limited Commercial LC - 1.0 FAR, 75% coverage, 4 storeys, 7.5m BL Kajee Street SR350 - Special Residential 350 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

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LC - Limited Commercial LC - 1.0 FAR, 75% coverage, 4 storeys, 7.5m BL Police Station Road O - Office 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

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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 Approximate Floor Area (m²) Height Broad Use No. Area (m²) 1 2021 4 8086 Mixed Use 2 1189 4 4755 Commercial 3 1154 4 4614 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 13 841 4 3365 Commercial 14 1040 6 6238 Government 15 537 4 2149 Commercial 16 136 1 136 Commercial 17 157 1 157 Commercial 18 2210 4 8841 Commercial 19 2089 6 12531 Commercial 20 9842 2 19683 Commercial 21 80 1 80 Commercial 22 609 1 609 Commercial 23 624 4 2498 Mixed Use

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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

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FIGURE 43: BUILDING NUMBERS TO BE READ WITH POTENTIAL DEVELOPMENT YIELD TABLE

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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.

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TABLE 11: IMPLEMENTATION PLAN Discipline Project Project Project Details Priority / Approximate Assumptions and Responsible Description Phase Budget Risks Department Transport Traffic Impact Undertake a A TIA in accordance High / R500 000,00 Proposed ETA (Road Assessment study detailed traffic with the ETA manual Short (incl. intersection System and Diversion impact for TIAs, which includes Term disbursements upgrades and Management) Model assessment classified traffic count for Traffic road link study and data collection at key Counts) improvements (if diversion model intersections within the any) can be to evaluate CBD. Capacity analyses accommodated proposed road will be undertaken to within the closures and determine operating existing road subsequent levels of service as a reserve traffic diversion. result of diversion of This includes traffic, with required the proposed intersection upgrades Clark Road / and road link Prospecton improvements where Road linkage required. NMT Survey A non- Undertake pedestrian High / R200 000,00 A standalone ETA (Strategic motorised (and pedal cyclist) Short study or in Transport transport survey surveys including Term combination with Planning) origin-destination the Detailed interviews within the Public Transport CBD and in Public Study indicated Transport facilities to below determine NMT travel patterns and desire lines

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Discipline Project Project Project Details Priority / Approximate Assumptions and Responsible Description Phase Budget Risks Department Detailed Traffic Upgrade the Undertake a traffic High / R150 000,00 Upgrades not ETA (Road Signal Design priority- signal warrant in terms Short (excl. meeting SARTSM System controlled of the South African Term construction / warrants Management) intersection of Road Traffic Signs installation) Khan Road / Old Manual (Vol. 3) and South Coast Detailed Designs Road to traffic according to the ETA signals (Urban Traffic Control) Traffic Signal Installation Specifications and Procedures Detailed Public A multi-faceted This will include an High / R750 000,00 Stakeholder / PT ETA (Strategic Transport study for study to assess assessment of all Short – (including Operators Transport the Isipingo CBD the PT studies and surveys Medium disbursement engagement and Planning) responses and conducted to date, and Term for Surveys) adoption proposals, and data gap analysis and particularly the mitigation. MBT raking and Furthermore, will holding facilities develop a PT operational and rationalisation plan, including proposals to formalizing PT operations with service contracts Isipingo CBD Develop an A detailed and High / R500 000,00 ITMP should be ETA (in Integrated integrated plan integrated Short (excluding guided by UDF conjunction with for CBD implementation plan Term vision, objectives,

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Discipline Project Project Project Details Priority / Approximate Assumptions and Responsible Description Phase Budget Risks Department Transport Master movement with a capital capital principles and Strategic Spatial Plan (ITMP) system, expenditure expenditure) proposals Planning) including PT, programme of the Urban designer NMT, roads and projects. should be streets, included on deliveries, cars, consultant team parking, etc. Urban Planning Updated Isipingo Prepare Amend UDF as High / R500,000 ITMP should not Strategic Spatial and Design CBD Urban Design updated necessary based on Short undermine or Planning Framework (UDF) detailed UDF in further transport Term override core UDF conjunction studies and proposals vision, objectives, with above principles and ITMP proposals Detailed Public Prepare detailed Includes following key High / Average of Should be guided Strategic Spatial Space and Street design layouts spaces: Jadwat Street Short to R200,000 per by UDF vision, Planning / Design Layouts for public pedestrian spine and Medium layout objectives, Development spaces and linear market; new Term principles and Engineering / streets prior to north-south street and proposals Parks implementation markets; Phila Urban designer of public realm Ndwandwe Road; other should be upgrades core east-west streets included on consultant team Land Legal and Rezoning of Rezoning of Includes following key High / Can either be Consultation with LUMS Town Planning Catalytic / Priority relevant CBD land parcels as shown Short to done by the landowner, due Land Parcels properties to in the Urban Design Medium Municipality, legal process, etc. realise UDF Framework: Term or private to minimise risks vision, • Limited Commercial sector objectives and 1 for the proposals developments

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Discipline Project Project Project Details Priority / Approximate Assumptions and Responsible Description Phase Budget Risks 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 Farm 0156, Isipingo. • 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.

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Discipline Project Project Project Details Priority / Approximate Assumptions and Responsible Description Phase Budget Risks 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 Farm 0156, Isipingo. 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:

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Discipline Project Project Project Details Priority / Approximate Assumptions and Responsible Description Phase Budget Risks 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 Relaxation of The Municipality can Medium / In-House or Developers do LUMS Relaxations building lines for undertake the Medium Private Sector not take up the existing and relaxation of building to Long option. new lines as part of a broad Term development scheme amendment. Should this not occur, the Municipality can support and encourage new development (and existing development) to build to the nil

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Discipline Project Project Project Details Priority / Approximate Assumptions and Responsible Description Phase Budget Risks Department building lines as reflected in the Urban Design Framework Acquisition and Acquire / Includes following key High / TBD Should be guided LUMS, Treasury, Release of Catalytic release lands land parcels: Redbro Short to by UDF vision, Legal / Priority Land required for site; Phila Ndwandwe Medium objectives, Parcels development of municipal bus / taxi Term principles and proposed PT / rank, etc. proposals MBT facilities and new streets and mixed use / commercial developments Secure Air Rights Municipality to This will require High / In- House Should be guided LUMS, Treasury, for Pedestrian secure air rights necessary engagement Medium by UDF vision, Legal Bridge for the with landowners of to Long objectives, pedestrian affected parcels, Term principles and bridge before engagement with proposals. Time construction of PRASA to ensure access taken to obtain the bridge. is possible into the air rights retail mall, agreements over closures etc. Implementation of Review parking Isipingo CBD is High / In- House To be done as LUMS, ETA Parking Reduction reduction effectively a Transit Short to part of detailed Requirements requirements Oriented Development Medium transport study. within Isipingo and as such, an Term CBD. appropriate parking requirement reduction should be

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Discipline Project Project Project Details Priority / Approximate Assumptions and Responsible Description Phase Budget Risks Department implemented. The UDF supports a 25% reduction on applicable standards and possibly up to 50% Scheme Cleanup Review of Ensure that land uses High / In-House Consultation with LUMS Scheme against inconsistent with the Short landowner, due existing land Scheme are corrected. term legal process, etc. uses to minimise risks Implementation Requests for Issue RfPs for Includes following key High / In-House Potential Strategic Spatial Proposals (RfPs) for key land parcels land parcels: Redbro Short to economic and Planning Mixed Use / identified for site; Phila Ndwandwe Medium market Commercial mixed use / municipal bus / taxi Term constraints Developments commercial rank, etc. developments in UDF Implement and Implement Develop main northern High / TBD (as part Funding and ETA Develop PT / MBT priority and southern PT / MBT Short to of ITMP) budgeting and Street transport ranks and release other Medium constraints Network Proposals proposals in MBT ranks / sites for Term and Facilities updated UDF / development ITMP Undertake Public Implement Includes following key High / TBD Funding and Development Space public realm spaces: Jadwat Street Short to budgeting Engineering / Infrastructure and upgrades pedestrian spine and Medium constraints Parks Landscaping identified in linear market; new Term Improvements UDF based on north-south street and detailed design markets; Phila layouts

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Discipline Project Project Project Details Priority / Approximate Assumptions and Responsible Description Phase Budget Risks Department Ndwandwe Road; other core east-west streets Implement and Implement Includes following key High / TBD Funding and Business Develop Trading trading trading spaces: Jadwat Short to budgeting Support Proposals and proposals and Street, north-south Medium constraints Facilities develop street, Phila Term facilities Ndwandwe Road, other identified in core east-west streets UDF Develop Promote Includes following key High / TBD Funding and Human Residential Infill residential infill housing opportunities: Medium budgeting Settlements and Densification and residential Term constraints Proposals densification development on upper within and floors of mixed use around CBD developments within the CBD where appropriate; densification along the new north-street; densification of residential areas adjoining the CBD Other Ongoing Liaison Undertake Includes following key High / In-House Lack of Various with Relevant ongoing liaison stakeholders: taxi Ongoing stakeholder Stakeholders with relevant associations, trading agreement / stakeholders associations, local stakeholder during planning businesses, PRASA, etc. conflict and implementation

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Discipline Project Project Project Details Priority / Approximate Assumptions and Responsible Description Phase Budget Risks Department Isipingo Prepare a SuDS Includes proposals for High / TBD Funding and Water and Sustainable infrastructure addressing stormwater Short budgeting Sanitation Drainage System plan for the CBD blockages and flooding, Term constraints (SuDS) based on the incorporating SuDS Need to Infrastructure Plan new urban measures and incorporate softer design layout infrastructure into measures such as public spaces and permeable streets, requiring SuDS paving, green measures for private landscaping, developments, etc. surface water storage and attenuation, etc.

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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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