Umlazi Urban Design Plans

SECTION
THREE:
URBAN
DESIGN NODAL PLANS

This section develops the Urban Design Nodal Plans, forming phase
5 of our study. This phase conceptually develops each node in
relation to each other within the system or urban web thereby
defining the character of node and latent potential.
1.
MEGA CITY/GLEBE/EZIMBUZINI NODE
1.1 Urban Structure

The envisaged urban structure for the redevelopment of this node is
illustrated by Figure 1 overleaf. The urban structure of this node
mainly influenced by:
The M30 (Mangosuthu) Highway which serves as the primary
access route to and through Umlazi. Although this route
provides high accessibility, the allowed and envisaged
access points off this route should be kept to a minimum to
reduce congestion.
The distribution of the public transport facilities within the

node is spaced in such a manner that the node is deemed
highly accessible by various modes of transport. The majority
of activities are experienced in close proximity to these
facilities.
1.2 Proposed Activity and Intensity Patterns

The proposed activity and intensity patterns are illustrated by Figure
2 overleaf. From the said figure it is evident that:
The area will be characterized by a mix of land uses ranging
from open spaces and residential uses. This variety of uses
would create an active regional centre and gateway node.
The most intensive built form patterns are envisaged around
the existing Megacity complex, the Reunion Station,
Ezimbuzini markets and the Prince Mcwayizeni Drive / Veni
Yeni Intersection. These higher intensity areas correspond to
the accessibility provided by public transport facilities in
these areas.
Due to the high numbers of residential units envisaged as
well as the potential conflict between these residents and
the high traffic volumes experienced in the area, attention
to safe pedestrian passage and social and recreational
facilities (i.e. open spaces) is vital.
The transition toward Mixed Use 3 (Retail, Service Industries
and Light Industrial) land uses towards the current Durban
International airport will have a major impact on the future
functioning of this node.
Together with the M30 route, Prince Mcwayizeni Drive serves

as a major Activity Spine and defines the extent of
economic activity within the larger node. The active road
edges within this node are mainly found along this route.
Umlazi Nodal Regeneration Study
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Revised Draft Final Report 30 March 2009
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Figure 1 - Glebe/ Ezimbuzini Node: Urban Structure

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Figure 2 - Glebe/ Ezimbuzini Node: Activity and Intensity Patterns
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1.3 Urban Form Vision
Figure 3 - Glebe/ Ezimbuzini Node: Urban Form Vision

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1.4 Sector Impacts and Implications

Transport
The planned intensification of activities along Veni Yeni Road and
Prince Mcwayizeni Drive should be accompanied by pedestrian
safe routes and planned integrated movement systems linked to
public transport facilities.
The regional centre precinct consists of the Mega-city, Glebelands
and Ezimbuzini Nodes and in its totality stands out as a mixed-use
node given the variety of activities located within the node. This
precinct is economically strong and currently consists of formal
commercial activity (mainly within the Mega-city shopping centre),
informal commercial activity (mainly within the Ezimbuzini area),
residential activity (informal settlements and the Glebe & Tehuis
hostels) as well as various government services, education facilities,
recreational facilities. The precinct also has strong links to the local
and surrounding transport corridors (Old South Coast Road linking
Umlazi to the Isipingo CBD and the south Durban industrial basin).
The node has the potential to play the role of the main economic
node within Umlazi given the strategic linkages between the areas
of the Mega-city, Glebe and Ezimbuzini, through the M30 and
Prince Mcwayizeni Drive as they each have a comparative
advantage over each other, as well as the other nodes. This node is
also located on the perimeter of two neighbouring industrial areas
and is the closest node to the south industrial basin, creating
linkages for the Umlazi residents between the SDB and Umlazi.
Economic Impacts and Opportunities

Much of the proposed development activity within this regional
centre of nodes is focused at residential development as there are
currently a number of residential hostels and informal settlements on
this portion of land. Certain land portions that contain informal
settlements have been allocated to passive and active public open
space and wetlands and many of these residents will also need to
be relocated. Medium density residential developments make
provision for this. Proper management of these open spaces and
environmentally sensitive areas is critical to avoid resettlement.
A few land portions have been allocated to Mixed Use 1
development which consists of a retail and office component. Most
of this has been placed along the M30 spine from Umlazi Mega-city
towards the V-node and will attract more people to this area,
increasing its growth potential.
A number of areas along Prince Mcwayizeni Drive and near the
Glebelands Hostel have also been proposed as Mixed Use 2
developments which consist of retail, office and residential
components. The impact of this is that a greater number of people
will travel along this route to access these Mixed Use developments,
leading to an increase in funds into this precinct.
The urban designs for this precinct also indicate that the strip of land
east of Prince Mcwayizeni Drive is proposed as Mixed Use 3
development which incorporate retail, service industrial, light
industrial and office components. Although this is the largest
allocation of land to Mixed Use 3 development in Umlazi, the
existing infrastructure supports this vision. This will attract people to
the area in search of employment in these industries, and this
supports the provision for additional medium density residential
accommodation.
A large amount of employment will be created, particularly from
the Mixed Use 3 light-industrial/service industry developments, which
employs more people on average per m2 than retail or office
developments. More employment will need to be created to
maintain the passive and active open spaces and employment will
be generated through demand from other office and retail
developments.
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Residential
The summary below reveals the intentions and implications for
residential development within this node.
NODES: Ezimbuzini and Glebelands
STATUS QUO: Formal houses, informal settlements and hostels. 75%
formal and 25% informal.
URBAN DESIGN CONCEPT: Medium density residential and mixed use
2 retail, office and residential
IMPLICATIONS: Upgrading of the hostel into family units. Relocation
and in-situ upgrading of the informal settlements by the construction
of walk up 4/5 storey flats with office and retail. Negotiations with
formal housing owners to sell their properties to allow for the
implementation of medium density residential.
Social Facilities
The regional centre precinct is well supplied with community/ social
facilities however, there is still a backlog on certain facilities. The
following are some of the main issues identified:
The Prince Mshiyeni Hospital is over capacitated. This leads
to patients waiting approximately 1 hour before receiving
help. After seeing the doctor they have to wait another hour
at the dispensary for medication. The patients often leave
the hospital without seeing the doctor and not receiving any
medication. There is also a shortage of bedded facilities thus
leading to patients being discharged before time to make
space for new patients.
According to M Information Technology, Glebelands hostel
had approximately 20329 people in 2004. These people use
the services of the Umlazi-V clinic. Due to its size, the clinic is
unable to cope with the volume of patients that seek

medical attention.
The Tehuis Park is inaccessible both by foot and vehicle.
There are no properly designed pedestrian ways within the
park; there are also inadequate lighting, benches and
swings.
The community hall at Glebelands is always booked as it is
used for multi-purposes, e.g. karate training, traditional
dancing practice, choir practice and general community
functions.
The sport and recreation facilities are in a state of disrepair.
Provision of supportive environment strategy includes the creation
of identifiable but interconnected residential, commercial and
recreation neighbourhoods within the Glebe precinct. The strategy
also suggests the creation of neighbourhoods of choice, quality and
character. Establishing safe and secure living environments and
creating manageable residential subdivisions and blocks within
each neighbourhood form part of the supportive environment
strategy.
Creation of the improved opportunities strategy is premised on the
notion that Glebelands hostel is part of the surrounding urban
environment and not an island within the city. It therefore needs to
be recognized as an identifiable precinct with its own
characteristics but it should be integrated with its immediate
surrounds and with the opportunities of the city. This strategy could
be achieved by improving Glebelands linkages with its immediate
surroundings through additional access points to surrounding areas,
creating recognizable road and pedestrian pathway system and
increasing and improving the mix of land uses and activities.
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Standards Assessment
Table 1 below, indicates the number of community/ social facilities

required based on the planning standards. These standards
stipulate the minimum number of people required in order to
support a particular facility. The calculations contained in the table
below are based on the precinct population of 65 616 people.
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Table 1- Social Facilities Provision Table
PRECINCT 1: REGIONAL CENTRE - MEGACITY/ GLEBELANDS/ EZIMBUZINI & UMLAZI V NODE

HEALTH
Clinic
Hospitals
EDUCATION
Primary School
High School
Technikon
SECURITY AND EMERGENCY
SERVICES
Police station
Fire station
COMMUNITY/ CIVIC
Community hall
Administration office
Cemetery
Library
Magistrates Court
SPECIAL FACILITIES
Worship
POST AND TELECOMMUNICATION
Post Office
SPORTS AND RECREATION
Playlots
Neighbourhood Park
Community Park
Sports Fiels
EXISTING POP.
STANDARDS
SITE SIZE
65 616
65 616
20 000 people
1 per town
65 616
65 616
65 616
EXISTING
REQUIRED
SHORTFALL
2000m/ 585m-633m building 1

Varies between 1.5ha - 10ha
1
3
1
2
0
4 000 people
10 000 people
Planned for interms of Development Framework
2.4ha
4.6ha
8
5
0
16
7
0
8
2
0
65 616
65 616
50 000 people
60 000 people
5000m
2500m
1
0
1
1
0
1
65 616
65 616
65 616
65 616
65 616
20 000 people
50 000 people
1 per town
50 000 people
Planned and provided by the Provincial Administration
2000m - 3000m
3000m
3 ha
500m - 800m
2
0
0
0
1
3
1
0
1
1
1
1
0
1
0
65 616
2 500 people
1500m
14
26
12
65 616
45 000 people
500m
65 616
65 616
65 616
65 616
800 people
6 000 people
20 000 people
12 000 people
0.25 - 0.5ha
0.8 - 2ha
8 - 20ha
Soccer: 65mx105m
Rugby: 69mx125m
Cricket Oval: 128mx128m
Hockey: 50mx87m
Volleyball: 9mx18m
Basketball: 14mx26m
Netball: 15mx30m
0
0
1
4
82
11
3
5
82
11
2
1
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Environmental
The following environmental comments should be noted in relation
to the proposed nodal urban design framework plan:
The greening and maintenance of open spaces within this
precinct, as per the Short Term Investment Plan, will
contribute to developing the precinct as a
Gateway to uMlazi, and towards the overall vision for the
precinct.
Active public open spaces should be considered for
community gardens (urban agriculture).
The open spaces identified for investment should be linked
ultimately to the broader open space network, linking to the
uMlazi River corridor which requires rehabilitation and
maintenance (identified in the Short Term Investment Plan).
The Botanic Gardens concept needs to be contextualized,
there may be broader, livelihoods-related uses for this space,
such as nurseries for traditional medicinal plants, market
gardens, etc.
Lighting and palisade fencing of open spaces, such as the
proposed Glebelands Park, will enhance safety of these
spaces. Paved walkways will distinguish areas of greater
access, i.e. useable, pedestrian spaces.
Te Huis/ Prince Mshiyeni Park
The fate of the Te Huis/ Prince Mshiyeni Park appears
uncertain as indicated by discussions held at the workshop
on 9 December 2008. Due to proximity of the taxi ranks, local
investors were considering developing this space further for
market/retail purposes. However, there may be access
restrictions onto the Mangosuthu Highway.
The park is currently under-utilized by the local community.
Vehicle tracks are evident along the section adjacent to
Mangosuthu Highway, pointing to the need for fencing off of
this park from the Highway. Paved walkways could control
pedestrian traffic in the park and prevent degradation of

the grassed areas.
As the only formal park in uMlazi, the loss of all, or part of this
large area of open space should be discouraged and any
rezoning/development of this open space will need to be
offset through re-development of other suitable areas for
recreational/park purposes.
It was noted at the workshop (9 December 2008) that
currently the maintenance of the large area of open space
presents a problem in terms of scale of the area to the Parks,
Leisure and Cemeteries Unit at eThekwini Municipality.
In
the
2006
Glebelands
Hostel
Redevelopment
Investigation/Precinct Plan, the need for upgrading and
clean up of Te Huis/ Prince Mshiyeni Park was identified. The
regional importance of this park has therefore been
recognized.
UMlazi Floodplain land
The land lying within the floodplain of the uMlazi River, east
of Megacity, has the potential for development as a bird
sanctuary (medium to long term), with walkways and
lighting to provide safe access, and to enhance integration
with Megacity.
The area could become overrun with informal settlements or
used for cultivation by local residents, which could
jeopardize the value of this open space.
In the 2006 Glebelands Hostel Redevelopment Investigation
/ Precinct Plan, this area was identified for the possible
development of a community park, to extend along the
Mlazi River frontage.
The maintenance programs for areas of open space will
need to include ongoing control and eradication plans for
alien and invasive species. The Public Space Improvement
Project may be the appropriate program for these activities.
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The Megacity Mall lies for the most part within the uMlazi
floodplain system (The eThekwini Department of Environment
has also extended the coverage of the floodplain and
associated wetland in the 2008 DMOSS update). The
extension of Megacity towards the Mlazi river frontage, as
identified in the Long Term Investment Plan, should consider
the impact on the sensitive riparian vegetation, and impact
of further hard surfaces on flood damage mitigation within
this area.
1.5 Investment Framework

The successful redevelopment of the node towards achieving the
urban form vision is dependant on the systematic implementation of
co-ordinated development projects in short, medium and long term
timeframes. The resulting investment frameworks are illustrated and
explained overleaf.
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1.5.1 Short Term Investment Framework Plan
Figure 4 Glebe Node: Short Term Investment Framework
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Figure 5 Ezimbuzini Node: Short Term Investment Framework
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1.5.2. Medium Term Investment Framework Plan

A.11. PEDESTRIAN BRIDGE LINKING GLEBELANDS TO
MEGA CITY
A.12. UPGRADE THE REUNION STATION evaluate and
upgrade the station to include necessary facilities, could
include office and retail space.
A.13. EVALUATE A BRIDGE LINK BETWEEN
LAMONTVILLE AND MEGA CITY providing a pedestrian
connection between the two areas.
Figure 6 - Glebe/Ezimbuzini Node: Medium Term Investment Framework
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1.5.3 Long Term Investment Framework Plan

Figure 7 - Glebe Ezimbuzini Node: Long Term Investment Framework
A.14. REHABILITATING THE MLAZI RIVER AND

VEGETATION integrate the river edge with Mega City
A.15. REZONING THE PARCEL OF THE LAND unlocking the land for a mixed use 3 - light industry and
service industry, retail and office.
A.16. LAND USE MANGEMENT SYSTEM to create an
activity street edge, with mixed use 2 retail, office and
residential this increases the safety and surveillance.
A.17. APPROPRIATELY EXTENDING MEGA CITY to
integrate with the river edge, create pedestrian scale
squares.
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The precinct design for this regional centre node helps to maximise
the economic potential of the node. The layout of proposed activity
supports this economic vision by addressing the problems that
currently lead to a lack of economic opportunities in this node. This
gateway node contains many economic opportunities due to
various factors such as its strategic location, diverse mix of land uses
and linkages to the Durban economy and these opportunities will
best be realised in the market if development follows the same
structure as the proposed urban design layout and activity patterns.
Some activities that would be well suited to the proposed activity
patterns are retail stores such as clothing, food and even sporting
goods to support the mini sports hub proposed for the Ezimbuzini
region. Within the hostel area, food outlets such as restaurants,
cafs and fast food outlets would be supported by the residing
population. A caf or coffee shop could also be introduced in the
south of the node near the proposed Botanical Gardens and
Museum.
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2. UMLAZI V NODE
2.1 Urban Structure

illustrated by Figure 8 overleaf. The urban structure of this node is
Although the M30 route provides high accessibility to this
node, the allowed and envisaged access points off this
route should be kept to a minimum to reduce congestion.
uses. Social facilities are proposed behind the most

accessible and commercially valuable land, although still
within good walking distance.
the existing retail buildings, and spiraling from the M30 / Veni
Yeni Intersection. These higher intensity areas correspond to
the accessibility provided by public transport facilities in
these areas.
As a continuation from the Glebe Node, the high numbers of
residential units envisaged as well as the potential conflict
between these residents and the high traffic volumes
experienced in the area, attention to safe pedestrian
passage and social and recreational facilities (i.e. open
spaces) is vital.
Together with the M30 route, Veni Yeni serves as a major

Activity Spine and defines the extent of economic activity
within the larger node. Veni Yeni Road is vital in providing
access to the east and west of the node and also envisaged
as the main areas with active edges.
The public transport facilities within the node are spaced in
such a manner that the node is deemed highly accessible
from various modes of transport. The majority of activities are
experienced in close proximity to these facilities. However,
due to the limited available land in the direct vicinity of the
taxi ranks, key social facilities are situated further away,
although still within walking distance.
2.2 Proposed Activity and Intensity Patterns

The proposed activity and intensity patterns are illustrated by
Figure 9 overleaf. From the said figure it is evident that:
The area will be characterized by mainly Mixed Use 1 (Office
and Retail) activities at its core, with Mixed Use 2 (Retail,
Office and Residential land uses within the majority of land
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Figure 8 Umlazi V Node: Urban Structure
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Figure 9 Umlazi V Node: Activity and Intensity Patterns
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2.3 URBAN FORM VISION
Figure 10 UMlazi V Node: Urban Form Vision
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Transport
The envisaged large scale increase in the commercial activity within
this node will result in an increase in both traffic and pedestrian
volumes and this will need to be addressed and managed proactively. It is imperative that the mobility function of the M30
highway is not compromised and that sufficient traffic modeling
informs future traffic control measure at the M30 / Veni Yeni
Intersection. The role of Veni Yeni Road as an Accessibility link will
imply that this route will need to be upgraded with clear sidewalk
definition and sufficient public parking and taxi stop areas.

The uMlazi V-Node has an economic advantage in that it is
strategically situated on the major intersection of the Mangosuthu
Highway and Sibusiso Mdakane Drive and is equidistant from the
Mega-city centre, the Ezimbuzini trade area and the Mangosuthu
Technikon. Although the uMlazi V-Node is one of the smaller nodes,
it contains a large number of formal and informal commercial
activities and various other activities. Although this node is
residentially dense, the core of the node consists of a large number
of commercial business activities, including a small community
shopping centre, a few commercial office & shop units, various
informal small businesses and some clothing & fabric manufacturers.
This node also has the highest concentration of all the nodes of
professional services such as doctors, dentists and lawyers, which
provides it with a comparative advantage and allows it to become
a specialised node.
As this node already contains much built-up commercial property,
the impact or implications of the proposed activity will not be as
large on existing residential areas as with most of the other nodes.
The focus of this node is proposed as Mixed Use 1 and Mixed Use 2
development which is justified as the area is already geared for this
type of activity and contains residential and commercial property.
Certain residential settlements (both formal and informal) would
need to be relocated to accommodate some of the proposed

commercial activity, but provision is made for this in certain areas
between the commercial developments, where medium density
residential and residential accommodation within the Mixed Use
developments has been allocated.
Densifying the existing light industrial, retail and office function of this
node will attract more people to the area as it is strategically
positioned at a major intersection and people naturally congregate
here. The Mixed Use 2 development will contribute to the provision
of accommodation for those that will need to be relocated for
Mixed Use 1 development.
Many employment opportunities will be created within this node as
it has the potential to be developed as a central Business district
within uMlazi. The high concentration of retail and office facilities will
cater for a number of small businesses and this will contribute to the
expansion of existing and new businesses.
Residential
NODES: UMlazi V
STATUS QUO: Formal houses
IMPLICATIONS: Negotiations with formal housing owners to sell their
properties to allow for the implementation of medium density
residential.
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Social Facilities
Table 2 below, indicates the number of community/ social facilities
support a particular facility. The calculations contained in the table
below are based on the precinct population of 65 616 people.
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Table 2 - Social Facilities Provision Table
PRECINCT 1: REGIONAL CENTRE - MEGACITY/ GLEBELANDS/ EZIMBUZINI & UMLAZI V NODE

HEALTH
Clinic
Hospitals
EDUCATION
Primary School
High School
Technikon
SERVICES
Police station
Fire station
COMMUNITY/ CIVIC
Community hall
Cemetery
Library
Magistrates Court
SPECIAL FACILITIES
Worship
Post Office
Playlots
Neighbourhood Park
Community Park
Sports Fiels
EXISTING POP.
STANDARDS
SITE SIZE
65 616
65 616
20 000 people
1 per town
65 616
65 616
65 616
EXISTING
REQUIRED
SHORTFALL

1
3
1
2
0
4 000 people
10 000 people
2.4ha
4.6ha
8
5
0
16
7
0
8
2
0
65 616
65 616
50 000 people
60 000 people
5000m
2500m
1
0
1
1
0
1
65 616
65 616
65 616
65 616
65 616
20 000 people
50 000 people
1 per town
50 000 people
2000m - 3000m
3000m
3 ha
500m - 800m
2
0
0
0
1
3
1
0
1
1
1
1
0
1
0
65 616
2 500 people
1500m
14
26
12
65 616
45 000 people
500m
65 616
65 616
65 616
65 616
800 people
6 000 people
20 000 people
12 000 people
0.25 - 0.5ha
0.8 - 2ha
8 - 20ha
Soccer: 65mx105m
Rugby: 69mx125m
Hockey: 50mx87m
Volleyball: 9mx18m
Basketball: 14mx26m
Netball: 15mx30m
0
0
1
4
82
11
3
5
82
11
2
1
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Environmental
UMlazi V node is anticipated to become the gateway for
movement into and out of uMlazi and proposed projects will
enhance the CBD area, including development of open
spaces and soft landscaping along major routes.
The LED committee is proposing a market development and
a new taxi rank (either in this node or at the site of Te Huis/
Prince Mshiyeni Park) in the vicinity of the existing open
space. This open space was, according to stakeholders, set
aside as an interim park to prevent the spread of informal
settlements in the area.
Maintenance of the stormwater management system in this
node should be prioritized (Short Term Investment Plan), as
flooding of stormwater channels limits development
potential of available land.

explained overleaf.
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Short Term Investment Framework Plan

B.1. THE UPGRADE OF MANGOSUTHU
HIGHWAY WITHIN THE NODE AND DEFINE THE
INTERSECTION evaluate and upgrade the
intersection / public realm regeneration to increase
legibility
B.2. THE UPGRADE OF VENI YENI to highlight
the arrival to a node with special landscaping and
lighting.
B.3. EVALUATE AND DEVELOP APPROPRIATE
TAXI FACILITIES
B.4. UPGRADE THE PUBLIC REALM
appropriate sidewalk treatments, landscaping and
lighting along Veni Yeni Road.
Figure 11 - Umlazi V Node: Short Term Investment Framework
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2.5.1 Medium Term Investment Framework Plan
B.5. DEVELOP A COMMUNITY BLOCK WITH

REQUIRED SOCIAL FACILITIES link the
community hall with a municipal library, fire station
and post office
Figure 12 - UMlazi V Node: Medium Term Investment Framework

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B.6. INCENTIVISE THE PRIVATE SECTOR TO

INTENSIFY MIXED USE DEVELOPMENT
WITHIN V NODE encourage 3 4 level
buildings - encourage buildings to provide
colonnaded edges, etc develop a
public /
private relationship
B.7. REZONE to encourage re-development
and regenerate it into a successful working
node
Figure 13 - UMlazi V Node: Long Term Investment Framework
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Given the existing composition of this node and its high

concentration of professional services, the urban design layout and
proposed activity patterns for the V-node support the economic
potential of this node. This node has the potential to become
somewhat of a CBD district within uMlazi given its central location
and existing commercial business base and the urban design
layouts suggest that this potential can be realized through mixed
use development in order to attract a wide range of investors. As
uMlazi grows, more entrepreneurs and other business people will
seek to locate to a central business district that has all the required
facilities and supporting infrastructure and this layout design speaks
to the needs of the market.
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3. MANGOSUTHU NODE
3.1 Urban Structure

illustrated by
Figure 14 overleaf. The urban structure of this node is mainly
influenced by:
The Mangosuthu Campus complex is accessed directly from
the M30 (Mangosuthu) Highway which serves as the primary
access route to, and through, uMlazi.
The distribution of nearby major public transport facilities
such as the KwaMnyandu Station and the Zwelethu Station
defines expected pedestrian lines within the node.
The active edges within the node mainly occur along the
M30 route and this will have to be structured and managed
to improve safety of pedestrians in this area.
3.2 Proposed Activity And Intensity Patterns

The area will be mainly utilized by institutional and related
residential land uses. It is specifically envisaged that higher
density and multi level residential buildings will be developed
around the node. A large portion of the residential stock will
be utilized as student accommodation.
The most intensive future built form is envisaged around the
M30 / Route 1702 (Inwabi Link) intersection.
Due to the high numbers of residential units envisaged as
well as the potential conflict between these residents and
the high traffic volumes experienced in the area, attention
to safe pedestrian passage and social and recreational
facilities (i.e. open spaces) is vital.
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Figure 14 Mangosuthu Node: Urban Structure
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Figure 15 Mangosuthu Node: Activity and Intensity Patterns
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The long term urban form vision is illustrated by Figure 16 below:
Figure 16 Mangosuthu Node: Urban Form Vision
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Residential
Transport
The Mangosuthu Node is mainly accessed from the M30 Highway
and as mentioned before, the mobility function of this route should
not be undermined. The existing taxi stops at the entrance of the
campus will need to be clearly defined and might need to be
expanded. Although not encouraged along most parts of the M30,
the section within this node might benefit from traffic calming
measures and pedestrian orientated developments to create a
boulevard as part of the larger campus area.

Within the Mangosuthu Node, the focus falls on medium density
residential development with a portion allocated to Mixed Use 2
developments. This is justified given the large number of informal
settlements within this node, and given the demand for student
accommodation. A band of Mixed Use 1 development has been
proposed for along the M30 highway where many informal
container businesses currently are, as well as running from the MUT
towards the proposed Mixed Use and residential development to
the north.
The implication of this is that the residential needs of many students
will be catered for closer to the educational facility and they will
spend more money in the area as they would not need to travel to
access formal retail facilities.
The proposal for the Mangosuthu node creates opportunities for
young entrepreneurs to take advantage of the high-concentration
of students in the area and the student village concept will allow
many entrepreneurs the chance to start their own business within
property that is surrounded by residents.

NODES: Mangosuthu / KwaMnyandu
STATUS QUO: Formal and informal settlements. 70% formal and 25%
informal.
IMPLICATIONS: Relocation and in-situ upgrading of the informal
settlements by the construction of walk up 4/5 storey
Social Facilities
Table 3 overleaf, indicates the number of community/social facilities
support a particular facility. The calculations contained in Table 2
are based on the precinct population of 205 802 people.
Environmental
A critical accessibility link will be provided through the
proposed Inwabi Link Road which contributes to optimal
functioning of this node.
Of key concern is the wetland area below Mangosuthu
University of Technology, in the vicinity of the proposed
Inwabi Link Road (the proposed link road impacts on a
KPM CONSORTIUM
Page 32 of 83
section of the wetland buffer zone). This wetland feeds into a

larger system to the south and west of the University. The
importance of the wetland is highlighted in the Sivest Basic
Assessment Report for the proposed Inwabi Link Road,
currently under review by the Department of Agriculture and
Environmental Affairs.
The importance of the wetland system is described in the
Inwabi Link Road Basic Assessment Report as follows (Sivest,
2008):
The site occurs in one of the few remaining green belt
areas within the Umlazi/Isipingo area, and thus has some
local importance.
The upper hillslope seepage wetland and the artificial
drainage channel form part of the broader open space,
being linked to another (natural) drainage line containing
wetland habitat, riparian vegetation and patches of
grassland.
The wetland and the drainage line thus offer some form of
ecological linkage at a local level.
All the above could be enhanced by rehabilitation of
hillslope seepage wetland to its original alignment. This
wetland rehabilitation project should be added to the
Medium Term Investment Plan.
Residents had requested channelling of the stream and
upgrade of pipelines to withstand storm events.
A key open space in this node is the cemetery which is to be
upgraded and enhanced through the Short Term Investment
Plan, thereby contributing to the overall improvement of the
open space network.

explained overleaf.
KPM CONSORTIUM
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PRECINCT 2: CENTRAL NODES - MANGOSUTHU/ KWAMNYANDU/ UMLAZI-W NODES

HEALTH
Clinic
Hospitals
EDUCATION
Primary School
High School
Technikon
SERVICES
Police station
Fire station
COMMUNITY/ CIVIC
Community hall
Cemetery
Library
Magistrates Court
SPECIAL FACILITIES
Worship
Post Office
Playlots
Neighbourhood Park
Community Park
Sports Fiels
EXISTING POP.
STANDARDS
SITE SIZE
205 802
20 000 people
1 per town
205 802
205 802
205 802
EXISTING
REQUIRED
SHORTFALL
2000m/ 585m -633m building 5

0
10
0
5
0
4 000 people
10 000 people
2.4ha
4.6ha
31
13
1
51
21
1
20
8
0
205 802
205 802
50 000 people
60 000 people
5000m
2500m
2
1
4
3
2
2
205 802
205 802
205 802
205 802
205 802
20 000 people
50 000 people
1 per town
50 000 people
2000m - 3000m
3000m
3 ha
500m - 800m
6
1
2
2
0
10
4
1
4
0
4
3
0
2
0
205 802
2 500 people
1500m
38
82
44
205 802
45 000 people
500m
205 802
205 802
205 802
205 802
800 people
6 000 people
20 000 people
12 000 people
0.25 - 0.5ha
0.8 - 2ha
8 - 20ha
Soccer: 65mx105m
Rugby: 69mx125m
Hockey: 50mx87m
Volleyball: 9mx18m
Basketball: 14mx26m
Netball: 15mx30m
2
0
0
11
275
34
10
17
273
34
10
6
KPM CONSORTIUM
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C.1. THE UPGRADE OF MANGOSUTHU
HIGHWAY WITHIN THE NODE the
landscaping and lighting highlights a
special area. To provide formalised space
for the informal trade along the sidewalks
C.2. THE ENTRANCE DESIGN TO THE
CYCLING STADIUM AND CEMETRY
the landscaping and lighting creates a
sense of arrival.
C.3.
THE
LANDSCAPING
AND
MAINTENANCE OF THE CEMETRY to
provide the necessary facilities.
C.4. UPGRADE THE CYCLING STADIUM
to improve the facility and provide safe
and designed access ways to the stadium.
Figure 17 - Mangosuthu Node: Short Term Investment Framework
KPM CONSORTIUM
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C.5. REHABILITATE THE WETLAND

C.6. THE CAR FREE STUDENT VILLAGE
medium density housing with recreational
spaces and mixed use buildings on the
hilltops. Designed and landscaped access
ways to the station and the stadium
Figure 18 - Mangosuthu Node: Medium Term Investment Framework
KPM CONSORTIUM
Page 36 of 83
C.7. INTEGRATING THE STUDENT VILLAGE

TO THE KWAMYNANDU NODE the
pedestrian links are critical for safe
connections over the rail.
Figure 19 - Mangosuthu Node: Long Term Investment Framework
KPM CONSORTIUM
Page 37 of 83
The proposed activity layout for the Mangosuthu node also supports
the economic potential of the node. This node has an educational
function and the provision for accommodation and a limited
amount of mixed use activity meets the needs of the student
population in this area. The proposed Mixed Use 1 activity on the
road edges supports the vision of transforming the informal
container businesses into formalised traders. This retail & office
function allows young students to make entrepreneurial decisions
because facilities are available for them. The Mixed Use 2 and
medium-density residential development proposals cater directly for
the students and the vision of a student village just north of the
technikon will create a busy hub of activity.
Retail development should focus on clothing & accessories, cellular
services and food to meet the needs of the students that will
support these developments.
KPM CONSORTIUM
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4. KWAMNYANDU NODE
4.1 Urban Structure

illustrated by
Figure 20 overleaf. The urban structure of this node is mainly
influenced by:
The locality of the KwaMnyandu Station and its relevant taxi
ranks as major public transport facilities within the node. This
facility renders the node highly accessible from various
modes of transport and further creates a demand for the
land around the facility as a major origin and destination
point. The majority of activities are experienced in close
proximity to these facilities.
The M30 (Mangosuthu) Highway which serves as the primary
access route to and through uMlazi. Although this route
provides high accessibility, the allowed and envisaged
access points off this route should be kept to a minimum to
reduce congestion. Especially within this node, the further
access friction along this route should be avoided.
4.2
Proposed
Patterns
Activity
and
Intensity

The intensity of activities is guided by the potential value of
land around the KwaMnyandu Station and the majority of
land from there is earmarked for Mixed Use 1 (Retail and
Office) uses.
the existing KwaMnyandu Station and King Zwelithini Stadium
complex. These higher intensity areas correspond to the
accessibility provided by public transport facilities in these
areas.
Higher density residential land uses are proposed adjacent
to the proposed commercial areas to fully utilize the
opportunities and land potential within this node.
The locality of the King Zwelithini Stadium and the intended

Sport Hub development around it (with associated
residential and retail component) will have a major impact
on the structure of the node. The retail component is
developed on pedestrian movement through the station.
KPM CONSORTIUM
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Figure 20 KwaMnyandu Node: Urban Structure
KPM CONSORTIUM
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Figure 21 KwaMnyandu Node: Activity and Intensity Patterns
KPM CONSORTIUM
Page 41 of 83

The long term urban form vision is illustrated by Figure 22 overleaf:
As mentioned before this node is also the subject of a Sport
Hub design and development project which explores the
area around the stadium in more detail. It is therefore
advised that this document is read in conjunction with the
proposed site development plans associated with the Sport
Hub development.
The urban form around this node should allow for ease of
access to and from the station to around areas of uMlazi
and the nearby nodes of Mangosuthu and uMlazi W.
KPM CONSORTIUM
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Figure 22 KwaMnyandu Node: Urban Form Vision
KPM CONSORTIUM
Page 43 of 83
Residential
Transport
The node is located centrally in uMlazi and is located along the
M30. The KwaMyandu train station is situated just off the M30
highway and provides a good link between this, and all the other
nodes.
Proposed developments such as the King-Zwelithini Stadium
upgrade and Urban Development Framework Plan will develop a
mixed-use node that incorporates various sporting activities,
residential developments, commercial activities and a major intermodal exchange point.
The KwaMnyandu Node is a lot busier in terms of different land

allocations. There is a mix of open space, Mixed Use 1 and 2 and
medium-density residential, with a small portion allocated to
proposed Mixed Use 3 developments. The retail and office
development proposed for the existing station will create an
economic link between the under-utilised station and the existing
retail component to the north of the node. This is bordered by Mixed
Use 2 developments which will cater for the large amount of people
that will be attracted to this node. The Mixed Use 1 development at
the station that creates a walkway over the M30 will also bridge the
gap created by the M30 and allow people from both sides of the
M30 to enjoy the same facilities. However, provision needs to be
made for vehicular access to this facility. Employment will be
created at the KwaMnyandu Node due to the dense development
of retail, office and residential facilities. Opportunities will also be
created through initiatives linked to the sports hub such as sports
training and promotion.

NODES: Mangosuthu / KwaMnyandu
STATUS QUO: Formal and informal settlements. 70% formal and 25%
informal.
settlements by the construction of walk up 4/5 storey flats with office
and retail.
Social Facilities
Table 4 overleaf, indicates the number of community/ social
facilities required based on the planning standards. These standards
support a particular facility. The calculations contained in the said
table are based on the precinct population of 205 802 people.
Environmental
This node is primarily aimed at contributing towards the
KwaMnyandu sports stadium precinct and associated uses,
catalyzed by the 2010 infrastructure requirements.
KPM CONSORTIUM
Page 44 of 83
To reiterate comments sent through to the stadium planning

team, in the area to the east of the stadium, there are
existing informal settlements which are currently (according
to corporate GIS) located within a floodplain. The King
Zwelethini Stadium and draft Urban Development
Framework Plan (UDFP) concept plan discusses the
relocation of these residents. The identified uses for this area
include inter alia, a skateboard ramp, plaza, basketball
courts, tennis/volleyball combo courts and the main
pedestrian access/walkway. The nodal plans point to the
possible development of these areas for Mixed Use 2
Retail/Office/Residential uses. Any development in this area
would require consultation with DWAF, and may possibly
require a water use license under Section 21 of the National
Water Act, 1998.
The existing watercourse in the vicinity of the stadium is
canalized, and in a state of degradation, with large
amounts of litter and waste and overgrown in sections.
Additional hard surfaces will increase stormwater, pointing to
the need to maintain and enhance the flows through the
existing watercourses.
The Short Term Investment Framework includes a number of
interventions aimed at improving the open space system
and watercourses in this node, which is supported and
encouraged.

explained overleaf.
KPM CONSORTIUM
Page 45 of 83

HEALTH
Clinic
Hospitals
EDUCATION
Primary School
High School
Technikon
SERVICES
Police station
Fire station
COMMUNITY/ CIVIC
Community hall
Cemetery
Library
Magistrates Court
SPECIAL FACILITIES
Worship
Post Office
Playlots
Neighbourhood Park
Community Park
Sports Fiels
EXISTING POP.
STANDARDS
SITE SIZE
205 802
20 000 people
1 per town
205 802
205 802
205 802
EXISTING
REQUIRED
SHORTFALL
2000m/ 585m -633m building 5

0
10
0
5
0
4 000 people
10 000 people
2.4ha
4.6ha
31
13
1
51
21
1
20
8
0
205 802
205 802
50 000 people
60 000 people
5000m
2500m
2
1
4
3
2
2
205 802
205 802
205 802
205 802
205 802
20 000 people
50 000 people
1 per town
50 000 people
2000m - 3000m
3000m
3 ha
500m - 800m
6
1
2
2
0
10
4
1
4
0
4
3
0
2
0
205 802
2 500 people
1500m
38
82
44
205 802
45 000 people
500m
205 802
205 802
205 802
205 802
800 people
6 000 people
20 000 people
12 000 people
0.25 - 0.5ha
0.8 - 2ha
8 - 20ha
Soccer: 65mx105m
Rugby: 69mx125m
Hockey: 50mx87m
Volleyball: 9mx18m
Basketball: 14mx26m
Netball: 15mx30m
2
0
0
11
275
34
10
17
273
34
10
6
KPM CONSORTIUM
Page 46 of 83
D.1. THE UPGRADE OF MANGOSUTHU

HIGHWAY PUBLIC REALM WITHIN THIS NODE
landscaped to provide safe edges for pedestrians
and informal traders.
D.2. UPGRADE NTONTO ZULU DRIVE AS AN
ACTIVITY STREET - terminating at the local
landmark stadium, this road links to Veni Yeni Road
(Accessibility link to V node)
D8
D.3. UPGRADE ROADS 1603, 1703 AND 1702

D.4. EVALUATE AND PROVIDE REQUIRED TAXI
FACILITIES
D.5. REHABILITATE THE EXISTING WATER
COURSES AND DEVELOP MANAGED OPEN
SPACE SYSTEMS passive public open spaces
D.6. UPGRADE THE COMMUNITY HALL AND
SWIMMING POOL. develop a social facilities node
D.7. UPGRADE THE LANDMARK STADIUM AND
COMMUNITY HALL creating the sports hub
D.8. FORMALISE THE INFORMAL TRADE
Figure 23 - KwaMnyandu Node: Short Term Investment Framework
KPM CONSORTIUM
Page 47 of 83

D.9. INTERMODAL FACILITY upgrading the
Kwamnyandu Station to include retail, linked
with a taxi facility on the northern edge of the
rail.
D.10. PEDESTRIAN BRIDGE OVER
MANGOSUTHU HIGHWAY providing safe
pedestrian crossing to the intermodal facility
and station
Figure 24 - KwaMnyandu Node: Medium Term Investment Framework
KPM CONSORTIUM
Page 48 of 83
D.11. REZONING OF THE NODE to encourage a

successful urban node and the restructuring of
the road network.
Figure 25 - KwaMnyandu Node: Long Term Investment Framework
KPM CONSORTIUM
Page 49 of 83
The urban design layout proposal for the KwaMnyandu node also
supports the economic vision and potential of this node. The
naturally high concentration of people in this area, mainly from the
train station, supports the idea of investment in a large amount of
Mixed Use activity around this node. The link between the station
and the existing retail and office facilities to the north of this creates
an activity street which can become a lively and vibrant place to
do shopping. Medium density residential development will also help
alleviate the informal settlements in this area and contribute to the
growth of this node. There is a lot of economic potential in this node
because of its strategic position (rail meets road), its central location
and because it is situated between the technikon and the
proposed sports hub. Many people congregate at this node and
increasing retail facilities will support the economic vision of this
node.
Retail facilities to the west of the train station could be more
focused at sporting goods to supplement the sports hub, but could
also include food outlets, restaurants or cafs to meet the demand
of spectators etc. The northern mixed use developments could also
have a significant food proportion but could become more focused
on supermarket type of developments. This would also go for the
retail component of the proposed station development. Clothing
and accessories is another retail component that could work well as
there will be a high concentration of people in and around these
Mixed Use developments.
KPM CONSORTIUM
Page 50 of 83
5. UMLAZI W NODE
5.2
Proposed
Patterns
Activity
and
Intensity

5.1 Urban Structure

illustrated by Figure 26 overleaf. The urban structure of this node
The node is accessed via route 2003 off the M30
(Mangosuthu) Highway which serves as the primary access
route to and through uMlazi.
The node is structured around a structured business centre
and defined by a localised outer ring route with activities
contained within.
Taxi and bus public transport facilities within the node are
spaced in such a manner that the node is deemed highly
accessible from various modes of transport.
The intensity of activities is guided by the accessibility of the

node from both the M30 as well as the Lindo Kuhle Station
and the majority of land from there is earmarked for Mixed
Use 1 (Retail and Office) uses. The most intensive built form
patterns are envisaged around these access points. These
higher intensity areas correspond to the accessibility
provided by public transport facilities in these areas.
The majority of the remaining land is earmarked for Mixed
Use 2 (Retail, Office and Residential) uses to allow for high
flexibility of land uses within the node.
Higher density residential land uses are proposed adjacent
to the proposed commercial areas to fully utilize the
opportunities and land potential within this node.
Although very little activity currently occurs outside the

business complex, improved links to Veni Yeni Road could
allow for more active edges along these routes.
A possible north/south link within uMlazi as an extension of
MayiBuye Drive might influence the future structure of this
node toward such a route.
KPM CONSORTIUM
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Figure 26 UMlazi W Node: Urban Structure
KPM CONSORTIUM
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Figure 27- UMlazi W Node: Activity and Intensity Patterns

KPM CONSORTIUM
Page 53 of 83

The long term urban form vision illustrated by Figure 28 below:
Figure 28- UMlazi W Node: Urban Form Vision
KPM CONSORTIUM
Page 54 of 83

Transport
The internal circulation of this node should create a balance
between vehicle access and pedestrian safety. It is proposed that
the inner core of the node should be reserved only for pedestrian
purposes and expand on the current plaza areas. The existing
circular ring route around the plaza will need to be upgraded to
accommodate envisaged additional traffic. The proposed link
roads should be investigated and developed appropriately.

The uMlazi W-Node is situated just to the north-west of the
Mangosuthu-KwaMyandu Node, and sits just to the north of the M30
highway. This node was originally designed and designated as the
town centre node which can be seen by its build-up of various
government service infrastructures. In terms of commercial
requirements, this node services some of the needs of the more
western areas of uMlazi with its large number of government service
centres and administration facilities, and formal and informal
commercial activities. The role of this node can also be seen as a
special role due to its high level of public sector facilities. People
within uMlazi will travel to this node to make use of the services
offered as they are not offered anywhere else in uMlazi.
There is a fair amount of economic activity within this node, but it is
minimal in terms of the activity that should be generated given its
infrastructural capacity. There are a number of formal and informal
commercial businesses which serve the surrounding population and
also provide employment to a number of uMlazi residents.
Due to the large number of residential properties within the V-node,
the proposal of a large amount of Mixed Use 2 development in this
area is justified. The implication of this concept is that many of the
existing commercial properties will need to undergo alterations or
will need to be totally redeveloped to accommodate the above
residential component. This will however draw many more people

into this area for both commercial and residential needs.
The green open spaces will also create a more relaxed environment
and will make this area attractive for shopping and especially for
office development. The medium-density residential development
just north of the M30 will also allow more people to move into this
area to take advantage of the opportunities created by the large
investment in office and retail facilities.
Many employment opportunities will be created in this area due to
the provision for retail and office facilities. Many businesses in the
area which are currently informal and operating from containers or
other informal structures can take advantage of the large amount
of new office and retail space that will be made available, and
more people will eventually start to congregate in this node.
Residential
NODES: UMlazi W
STATUS QUO: Formal houses and informal settlements. 80% formal
and 20% informal.
and retail. Negotiations with formal housing owners to sell their
residential.
KPM CONSORTIUM
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Social Facilities
Environmental
Few open spaces remain in this node and the mixed use 2
areas should be designed to allow for open space areas to
enhance the aesthetic appeal of the node.
The Short Term Investment Framework includes a number of
interventions aimed at improving the open space system
and watercourses in this node, which is supported and
encouraged.

explained overleaf.
KPM CONSORTIUM
Page 56 of 83

HEALTH
Clinic
Hospitals
EDUCATION
Primary School
High School
Technikon
SERVICES
Police station
Fire station
COMMUNITY/ CIVIC
Community hall
Cemetery
Library
Magistrates Court
SPECIAL FACILITIES
Worship
Post Office
Playlots
Neighbourhood Park
Community Park
Sports Fiels
EXISTING POP.
STANDARDS
SITE SIZE
205 802
20 000 people
1 per town
205 802
205 802
205 802
EXISTING
REQUIRED
SHORTFALL
2000m/ 585m -633m building 5

0
10
0
5
0
4 000 people
10 000 people
2.4ha
4.6ha
31
13
1
51
21
1
20
8
0
205 802
205 802
50 000 people
60 000 people
5000m
2500m
2
1
4
3
2
2
205 802
205 802
205 802
205 802
205 802
20 000 people
50 000 people
1 per town
50 000 people
2000m - 3000m
3000m
3 ha
500m - 800m
6
1
2
2
0
10
4
1
4
0
4
3
0
2
0
205 802
2 500 people
1500m
38
82
44
205 802
45 000 people
500m
205 802
205 802
205 802
205 802
800 people
6 000 people
20 000 people
12 000 people
0.25 - 0.5ha
0.8 - 2ha
8 - 20ha
Soccer: 65mx105m
Rugby: 69mx125m
Hockey: 50mx87m
Volleyball: 9mx18m
Basketball: 14mx26m
Netball: 15mx30m
2
0
0
11
275
34
10
17
273
34
10
6
KPM CONSORTIUM
Page 57 of 83
Figure 29- UMlazi W Node: Short Term Investment Framework
E.1. THE UPGRADE OF MANGOSUTHU

HIGHWAY WITHIN THIS NODE landscaped
to provide safe edges for pedestrians and
informal traders.
E.2. THE UPGRADE OF VENI YENI ROAD,
2003 AND BLESSING MABASO ROAD
E.3. REHABILITATE THE EXISTING WATER
COURSES AND DEVELOP MANAGED OPEN
SPACE SYSTEMS passive public open
spaces
E.4. UNLOCKING THE POTENTIAL OF THE
BUS DEPOT. LAND office and retail along
the main corridor.
KPM CONSORTIUM
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E.5. UPGRADE THE LINDO KHULE
STATION could include office and retail
space.
E.6. EVALUATE AND UPGRADE THE TAXI
FACILITIES
Figure 30- UMlazi W Node: Medium Term Investment Framework

KPM CONSORTIUM
Page 59 of 83
5.5.3. Long Term Investment Framework Plan
E.7. EVALUATE THE NORTH SOUTH

ACCESSIBILITY LINK CONNECTION from the M35 to Higginson Highway
through Mayibuye
E.8. INVESTIGATE AN ACCESSIBILITY
LINK DIRECTLY BETWEEN W NODE
AND KWAMNYNANDU NODE.
E.9. OPPORTUNITY FOR A PUBLIC /
PRIVATE PARTNERSHIP - to develop a
mixed use centre with a strong office
component
E.10. REZONING OF THE NODE to
encourage the appropriate development to
occur.
Figure
31-
UMlazi
Node:
Long
Term
Investment
Framework
KPM CONSORTIUM
Page 60 of 83
Given that a large portion of the land within the W-node consists of
residential settlements, the urban design proposal showing much of
the activity as Mixed Use 2 would support the economic potential of
the node. The area will be able to hold more residents and still cater
for increased retail and office facilities. The W-node has a high
concentration of social services and increasing the capacity of
these services and introducing more services will increase the
economic competitiveness of this node. The upgrading of the Lindo
Khule Station will give more people access to retail facilities within
the node and also allows for a better linkage between this station
and the surrounding residential properties. The use of the bus depot
land for Mixed Use 1 development will also create opportunities for
new businesses to move into the area.
Retail facilities such as clothing & accessories and food stores could
be positioned within some of the Mixed Use development in this
node to meet the demands of the residing population. Restaurants
or cafs could be developed on the edges of the Mixed Use
activity patterns that sit adjacent to the proposed open space and
wetlands. Social service facilities such as pension payout points or
government administration offices could be located within some of
this proposed mixed use activity to keep the concentration of
public facilities high. This gives the W-node a comparative
advantage over the other nodes. A business support centre could
also be located around this node to encourage SMME
development.
KPM CONSORTIUM
Page 61 of 83

the existing stationcomplex, and at the M30/ Ngqwele Road
intersection. These higher intensity areas correspond to the
accessibility provided by public transport facilities in these
areas.
6. UMLAZI STATION NODE
6.1 Urban Structure

illustrated by Figure 32 overleaf. The urban structure of this node is
mainly influenced by the following:
Due to the high numbers of residential units and the

potential conflict between these residents and the high
traffic volumes experienced in the area, attention to safe
pedestrian passage and social and recreational facilities
(i.e. open spaces) are vital.
The node is accessed via Ngqwele Road off the M30

(Mangosuthu) Highway which serves as the primary access
route to and through uMlazi. Most of the current and future
active edges would be along this road.
Due to the relatively isolated locality of this node, majority of
its activities are concentrated around the uMlazi Station.
Together with parts of Ngqwele Road, the station area
serves as an Activity Point and defines the extent of
economic activity within the node.
The residential development nature of the area around the
node impact on the availability of land which further
concentrates the potential further activity areas around the
station as well as portions of the Ngqwele Road reserve.
6.2
Proposed
Patterns
Activity
and
Intensity

33 overleaf. Analyzing the figure it is evident that:
The area will be characterized by a variety of land uses
ranging from open spaces, residential and various mixed
uses. This variety is seen as important in creating a functional
node to serve the far western portions of uMlazi i.
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Figure 32 - UMlazi Station Node: Urban Structure

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Figure 33 - UMlazi Station Node: Activity and Intensity Patterns

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6.3 URBAN FORM VISION

The long term urban form vision is illustrated by Figure 34 below:
Figure 34 - UMlazi Station: Urban Form Vision
Figure 34
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Transport
The intersection between the M30 Highway and Ngqwele Road will
need to be upgraded to structure and manage future economic
activity around this intersection. Ngqwele Road will need to be
upgraded to provide sufficient access and space for potential
economic activities along this route.

The most western node is the uMlazi Station Node and stretches
from the uMlazi i station down towards the M30 Highway. The role of
this node is a challenge to clearly define as it is situated a fair
distance away from all the other nodes, at the end of the railway
line. Given the abovementioned elements, it can be assumed that
transport makes up the main role of the node. This node is the last
link of road to rail, and is also surrounded by a large amount of
residential activity, which allows the node to see much passing
activity. There is some formal and informal activity that is situated
around the station; but, the main reason for people visiting this node
would be for transportation purposes.
The provision for more open public space in this node can be
justified by the investment in medium-density residential facilities
which will make available land, previously occupied by low-density
single-stand properties. This will also allow for an investment in
mixed-use 2 types of development. The Mixed Use 1 development
at the intersection of the M30 and Ngqwele Road will create a more
defined entrance towards the train station and proposed retail or
office developments around the station.
The Mixed Use 3 development just south-west of the station will
transform an area that is already economically active into a busier
Mixed Use commercial area, attracting a larger number of people
to the area, deferring them from travelling into the CBD for retail
purposes. The provision for retail and office facilities will also look
attractive to entrepreneurs that want to formalise their businesses

and be surrounded by various other types of commercial activity.
The proposed additions to the station to create a Mixed Use
development as well as the Mixed Used development in
surrounding areas will create a large number of jobs and will attract
people to the area. The area will look more attractive due to the
provision of public open space running along the rail line as well as
surrounding the medium-density development and this will attract
more people to the area.
Residential
NODES: UMlazi Station
STATUS QUO: Formal houses and informal settlements; 65% formal
and 35% informal.
and retail. Negotiations with formal housing owners to sell their
residential.
Social Facilities
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Environmental
Developable areas are limited by the location of the railway
line and associated stormwater runoff areas, which have
created wetland areas linking to other drainage lines in the
node.
The maintenance and rehabilitation of these wetland areas
should be included in the Short Term Investment Framework
to allow for management of additional stormwater
generated in the node with increased development.
The need for active public open space in this node has
been identified and forms part of the Short Term Investment
Framework.

explained overleaf.
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Table 3: Social Facilities Provision Table
PRECINCT 3: STATION - UMLAZI STATION NODE

HEALTH
Clinic
Hospitals
EDUCATION
Primary School
High School
Technikon
SERVICES
Police station
Fire station
COMMUNITY/ CIVIC
Community hall
Cemetery
Library
Magistrates Court
SPECIAL FACILITIES
Worship
Post Office
Playlots
Neighbourhood Park
Community Park
Sports Fiels
EXISTING POP.
STANDARDS
SITE SIZE
159 056
159 056
20 000 people
1 per town
159 056
159 056
159 056
EXISTING
REQUIRED
SHORTFALL

0
8
0
1
0
4 000 people
10 000 people
2.4ha
4.6ha
19
9
0
40
16
0
21
7
0
159 056
159 056
50 000 people
60 000 people
5000m
2500m
0
0
3
3
3
3
159 056
159 056
159 056
159 056
159 056
20 000 people
50 000 people
1 per town
50 000 people
2000m - 3000m
3000m
3 ha
500m - 800m
4
0
0
0
0
8
3
0
3
0
4
3
0
3
0
159 056
2 500 people
1500m
28
64
36
159 056
45 000 people
500m
159 056
159 056
159 056
159 056
800 people
6 000 people
20 000 people
12 000 people
0.25 - 0.5ha
0.8 - 2ha
8 - 20ha
Soccer: 65mx105m
Rugby: 69mx125m
Hockey: 50mx87m
Volleyball: 9mx18m
Basketball: 14mx26m
Netball: 15mx30m
0
0
0
4
193
26
8
13
193
26
8
9
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Figure 35 - UMlazi Station: Short Term Investment Framework
F.1. THE UPGRADE OF NGQWELE

ROAD creating an activity street edge
condition
F.2. THE UPGRADE OF DINGANI ROAD
improving the street condition and
landscaping
F.3. UPGRADING THE ACCESSIBILITY
LINK, SIBUSISO MDAKANE DRIVE
F.4. TAXI FACILITY UPGRADE
F.5. REHABILITATE AND REINSTATE
THE OPEN SPACE NETWORK
F.6. INVEST IN ACTIVE PUBLIC OPEN
SPACE landscaping and providing
needed facilities and activities
F.7. ENCOURAGE THE
REDEVELOPMENT OF THE MIXED USE
WITH INCENTIVES public / private
partnership in developing the area for a
greater economic development
F.8. LANDSCAPING AND DEFINING THE
NODE INTERSECTION ON
MANGOSUTHU HIGHWAY AND
NCQWELE ROAD
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F.9. UPGRADING AND UTILISING ALL

AVAILABLE LAND TO ITS FULL
POTENTIAL INCLUDING RAIL LAND
opportunity to deck over the rail and
develop a retail, hospital and station facility
Figure 36 - UMlazi Station: Medium Term Investment Framework
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Figure 37 - UMlazi Station Node: Long Term Investment Framework
F.10. THROUGH THE REZONING AND

PROVIDING THE GREATER VISION
OPPORTUNITIES, A NATURAL
PROGRESSION FOR BETTER QUALITY
DEVELOPMENT COULD OCCUR
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The uMlazi station node acts predominately as a transport hub as

there are currently only a few commercial facilities within the node,
and the station acts as the link between the western residential areas
and the rest of uMlazi. There is however potential for economic
growth in this area due to the lack of facilities, and the urban design
layout compliments this growth vision by proposing Mixed Use 2
development around the node. The Mixed Use 1 development at the
existing station will cater for the needs of the surrounding residents
and commuters and should focus on the low-income durable and
semi-durable goods such as food and clothing. Redevelopment of
the existing light-industrial property just south-east of the station will
attract more light-industrial or service industrial businesses to the area
and the medium density residential developments will free up some
land for this commercial growth.
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7. CONCLUSION
Section two contains the nodal Urban Design Plans for the contextual
area of the M30 Corridor and identified nodes within uMlazi. The
proposed regeneration strategies contained herein is based on
various preceding research reports and consultations with relevant
roleplayers and communities. The urban design plans proposed
herein is thus based on the regional needs of uMlazi as part of the
greater Durban structure, while attempting to address the direct
needs of local businesses and residents.
The urban design plans proposed herein aims to provide guidance for
the future investment and upgrading of these nodes to serve a
specific function as part of a hierarchy of nodes along the M30
corridor.
The result is not only a set of urban design strategies, but also a series
of identified interventions and projects. These projects will be defined
in more detail within the last phase of the project and ultimately lead
to an overall implementation plan to improve the structure, urban
quality and functioning of both the M30 corridor as well as the various
nodes within uMlazi.
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8. IMPLEMENTATION PROGRAMME
The end result of the preceding investigations, development
concepts and design is a development logic which illustrated the
demand and potential supply underpinning the business viability of
the proposed interventions. The section of the report aims to express
in tangible terms the intended interventions within the various nodes
in terms of defining such interventions, placing activities on a
combined timescale as well as addressing the costing and potential
funding sources for such interventions.
This section of the report focused on developing pragmatic strategies

towards not only the implementation of proposed interventions within
the various uMlazi Nodes, but also the sustainable future functioning
of the area. The key focus of this section is the description of a)
phasing plan, b) a funding strategy and c) a management and
implementation programme.
Figure 38 overleaf illustrates the conceptual framework and logic
followed in preparing the proposed implementation framework.
From the Status Quo analysis, discussed earlier in the document,
various development challenges and /or issues which needed to be
addressed were identified and discussed. Related and / or similar
issues were then grouped together within the Spatial Development
Concept phase to form development concepts and designs per
node. These Nodal Design Plans each had specific objectives it
aimed to address within the various uMlazi Nodes. These nodal
designs in turn informed the key intervention projects representing a
culmination of various intentions into a single set of interdependent
development proposals.
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Figure 38 Implementation Framework Structure
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8.1 Development Issues and Programmes

In order to present a logical progression to the identified projects,
these projects should be seen as addressing one or more of the
following main development issues and/or resulting programmes:
8.2 Project Identification and Description

This Implementation Framework now aims to firstly present an
extensive list of proposed interventions / projects directly stemming
from the Development Concept and Nodal Design plans and
following from various and continuous interactions with local
community members, interested and affected parties and municipal
1. Public Transport Enhancement Program,

2. Road Network enhancement Program,
departments. These projects are grouped according to the nodes

identified within the spatial development concept phase.
3. Trader Development Program,

4. Unlocking Available Land Program,
5. Pedestrian Space Enhancement Program,
6. Housing Development Program,
7. Education and Social Facilities Program,
8. Investment Promotion Program,
9. Land Use Management Program.
Finally each project is briefly expanded into individual projects sheets

to assist in the further implementation of such projects. The format of
these project lists and sheets are designed to assist in the immediate
implementation of the action within the municipality by providing an
overall implementation schedule which will assist the municipality to
plan its own phasing and prioritisation, generate capital funding
projections and guide institutional co-ordination. The individual
project sheets are furthermore intended to provide a framework for
It is important to note that these programmes are not listed in a
the preparation of detailed Terms of References for each project
prioritised order, but rather represents an interrelated set of focused
towards timeous implementation. The sheets should also guide the
themes which will have to be addressed jointly to impact on the
allocation of internal and external identification of resources required
identified challenges relevant to a particular node.
and the allocation of responsibilities. These sheets could furthermore

assist in the initial stages of implementation with funding applications
and motivations all towards the individual implementation of the
projects and the achievement of the set objectives per programme.
An example is illustrated overleaf:
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8.3 Development Phasing
The structuring of public transport including rail, buses and taxis

is seen as pivotal in the systematic restructuring of uMlazi and
This section summarises the short, medium and long terms priorities of
will have to be addressed within the first phases of the process
the implementation framework. From this, the critical phasing and
and considered continuously during implementation.
sequencing of actions are documented and mapped towards

common understanding between the various roleplayers and
The creation of additional developable space will need to be
implementation agents.
addressed within the early phases of the process to allow for

options of investment and relocation of existing functions alike.
The following phasing principles have been adopted:

Timing of opportunities associated with key activities and
facilities within the various phases will determine priority.
Especially the central attractions and the ability thereof to
serve as catalyst investment to attract future public and
especially private investment within each node respectively.
The general development within each node is intended to be

implemented within four overarching phases, and the entire nodal
regeneration plan could be implemented over a period of 5-10 years
(Capital dependent). It is anticipated that public funding will
contribute with initial investments in phases 1 and 2 in order to
promote and stimulate private investment in the further phases.
Although each of the nodes might not be developed at once

or at the same pace, the provision of public services to all
phases are important from the onset of the development e.g.
roads
and
sidewalk
(public
realm)
improvements.
Commitments from service providers need to be secured as

much as possible.
Landowners support to the development, especially the key
components and locality of those components need to align
with the proposed phasing.
Focusing on major impact interventions first to ensure that a
Phase 1 Improved vehicle and pedestrian

circulation.
Early on in the study it was already acknowledged that the shortage
of space and the congestion of vehicles within most of the nodes and
possibly along the M30 Corridor is one of the critical issues to be
addressed. To this end, improved mobility and circulation of vehicles
and pedestrians along the M30 Corridor as well as internally between
the proposed functions and major land use areas within each node is
vital.
momentum and public is generated early on in the process.
KPM CONSORTIUM
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The benefit of this is threefold. Firstly the congestion and resulting

vehicle and pedestrian conflict could be greatly reduced in certain
areas.
Secondly the improved circulation will furthermore provide various
options for the redirection and restructuring of traffic within uMlazi and
the nodes towards more affective public transport and balancing
vehicle and pedestrian interaction. The relief in direct traffic and the
options of rearranging traffic within and around the nodes is vital for
setting up options of space creation and nodal restructuring.
Phase 2 Structuring Public Transport and Bus / Taxi

accommodation
Due to the identity and function of various uMlazi nodes as an
intermodal transport hub, the significant presence of buses and taxis
will need to be retained, but must also be structured and managed
in a manner which will contribute to achieving the overall objectives
of the study.
The restructuring of public transport is vital in unlocking any further
potential within uMlazi although this is intrinsically linked to the
Lastly, distinguishing between internal and regional distribution
creation of additional developable space. Especially such facilities
redirecting will further benefit those users not using a specific node as
nearby rail stations are key to the future public transport function
a destination in that it will provide much quicker access to the rest of
within uMlazi.
uMlazi without the congestion associated with the current gateway

routes through the area.
Phase 3 Public Realm and Facility Enhancement
This will be important for anticipated large peak volumes associated
Together with the upgrading of circulation and public transport
with major events such as the 2010 Soccer World Cup event and
facilities both the public realm and the economic and social facilities
future anticipated traffic volumes.
found and needed within each node is seen as vital for the further
economic development of each node.
Central to circulation through uMlazi as well as access to the nodes

for both vehicles and pedestrians is the upgrading of the M30 route
Firstly the upgrading of sidewalks and dedicated pedestrian
and its sidewalks within the various nodes.
pathways is vital as a large number of the economic activities within

the nodes are dependent on the footfall patrons. This will include
elements of urban environmental upgrading such as paving, space
definition, landscaping and greening, lighting and other security
measures (eg. CCTV cameras) as well as urban furniture. This phase
KPM CONSORTIUM
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will thus still focus on public investment, and is aimed at the human
conditions which permit the development of trade responses. These
interaction within each of the nodes.
can range from formal to informal and which can serve both general
or niche markets within each node.
As part of this philosophy, the required economic facilities such as

trader spaces and shelters as well as required social facilities will be
Proposed Implementation Order
addressed to ensure that each node is a place to attract and

accommodate pedestrians and promote people interaction.
In order to co-ordinate the timed implementation of the various

projects, a master programme schedule is provided with all projects
Phase 4 Creating additional developable space

By stimulating better circulation and a people orientated place within
the nodes, it is anticipated that a need for additional investment
space for private sector investment will emerge. This should firstly be
guided by the systematic and proper release of certain portions of
public land for purposes of attracting private sector investment within
each node.
per node and their interdependencies are indicated. Each project is

furthermore detailed in terms of its main implementation phases
toward a more fine grain understanding of the development
sequence and the resulting total timeframe envisaged for each
project.
The resulting Schedule of projects for each node is attached hereto
as Annexure F and should be read in conjunction with the individual
project sheets.
Secondly the planned public-private-partnerships in nodes such as

uMlazi W will ensure a responsible redevelopment of current
underutilised public land and buildings.
Lastly, as part of an effort to guide private investment toward the
intended redevelopment of the nodes, proper land use management
systems will need to be put in place to guide the desired land use
and densities within each node while ensuring the trader potential in
each node.
This trade potential is to be extended along the movement desire
lines and this will permit the creation of a range of differing trade
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8.4
FUNDING PLAN
The Funding Plan focuses on two primary objectives. Firstly, to provide

cost estimates for the total development of the precinct broken down
Development Cost Estimates

The cost estimates from the project summary sheets serves as input
into the total development cost estimate for the precinct. Although
per proposed intervention programme and project. This is furthermore
all care will be taken to ensure the cost estimates are as accurate as
distinguished in terms of Professional Fees and Capital Investment
possible, rough estimates were used in certain instances and these will
values.
be constantly updated toward increasing accuracy as the planning

phases unfold. A multi year costs/cashflow estimate is provided
overleaf to assist in proactive budgeting.
Secondly, it aims to identify a funding mix to the development which

will include public funding from various tiers of government and
private investment as well. Where possible the proposed interventions
More detailed cost breakdown and estimates per project is illustrated
are linked to existing budgets.
below:
KPM CONSORTIUM
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Funding Contributions
The funding plan will also outline possible methods of funding both
internally as well as externally, including direct private investments. As
part of this input, the team will assist in the identification of funders/
funding sources and interview possible key funders in an attempt to
provide a platform for joint implementation.
Additional Projects within uMlazi:

Projects
Affected Stations
1. Feasibility study
for the
development of
the Fezile Vanto
Market in uMlazi
V
Budget
R450 000
Time Line: 22 May

2009
Scope of Project:
Urban
Development
Framework
Proposals for the
development of
various stations
within the
Kwazulu Natal
Region. The plan
is aimed at
achieving long
term economic
growth through
investment in
property.
2. Feasibility study
for an AgroProcessing Zone in
Glebe, Ezimbuzini
Node
3. Container Hub on
the P579
4. The National
Stations Precinct
Planning Project
Phase 2, Kwazulu
Natal Region,
eThekwini
uMlazi Station,
Kwamnyandu
Station, Isipingo
Station and other
stations outside
the uMlazi Study
area
KPM CONSORTIUM
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parties. During interactions with this structure feedback will be given

by the various implementation agents and comments, inputs and
8.5 ORGANISATIONAL STRUCTURE
assistance will be encouraged from the representative structure.
As indicated earlier in the report, the long term and constantly coordinated
management of
both
the
implementation
of
this
framework plan as well as the effective management and

maintenance of the precinct will be essential. The figure below
illustrates the proposed management structure aimed at the further
implementation of the proposals contained herein.
It is envisaged that a dedicated program manager will be allocated
to the overarching project. This person should ideally be permanently
dedicated to the project and might function with external assistance
from time to time. The Program Manager will be responsible for the
daily management and co-ordination of various roleplayers involved
within the implementation of the program.
Various
roleplayers
will
include
professional
service
providers,
government departments and parastatal organisations as well as the

local co-ordination structure. The Co-ordination structure will consist
mainly
of
technical
persons
involved
in
the
design
and
implementation review of key projects and programmes and might

include senior management from the municipality.
It is vital that these interactions are constant and effective, firstly

because of the sensitive social nature of the area and secondly
It is envisaged that a regular and structured interaction will take place

with the already established uMlazi Representative Structure. This
structure includes political leaders, key roleplayers and interested
because the proposed large scale capital investment and structure

changes to the area will require constant high level political support
and confirmation that the public interest is constantly served.
KPM CONSORTIUM
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Conclusion
The redevelopment of the identified nodes within uMlazi is rich in
opportunity. It holds the opportunity to create a unique space that
retains and builds onto uMlazis considerable needs and potentials. It
holds the opportunity to develop a systematic series of investment
engines within the previously neglected economy of uMlazi. It holds
the opportunity for invigorating public transport use in the city by
improving convenience and operational efficiency. It holds the
opportunity for developing new trade opportunities and improving
the lot of existing traders.
The development will not happen overnight as many of the
components will only be addressed in the medium to long term. Some
activities rely on the completion of others and will add further time to
completion. Consideration also needs to be given to the effect works
will have on the period during and around the 2010 World Cup with
particular focus of municipal and public resources during this time.
Development will also not occur without disturbing the existing
situation. In fact the scale of proposed change is a challenge not
only to identifying sufficient budget but in conducting development
while creating as little disturbance to current residents and informal
traders who currently trade on exceedingly thin margins. A good
communication strategy is essential together with an inclusive and
multilayered participation structure.
KPM CONSORTIUM
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SECTION

DESIGN NODAL PLANS

MEGA CITY/GLEBE/EZIMBUZINI NODE

1.1 Urban Structure

The distribution of the public transport facilities within the

1.2 Proposed Activity and Intensity Patterns

Together with the M30 route, Prince Mcwayizeni Drive serves

Umlazi Nodal Regeneration Study

Revised Draft Final Report 30 March 2009

Figure 1 - Glebe/ Ezimbuzini Node: Urban Structure

Revised Draft Final Report 30 March 2009

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

Umlazi Nodal Regeneration Study

Revised Draft Final Report 30 March 2009

1.3 Urban Form Vision

Figure 3 - Glebe/ Ezimbuzini Node: Urban Form Vision

Revised Draft Final Report 30 March 2009

1.4 Sector Impacts and Implications

Economic Impacts and Opportunities

Umlazi Nodal Regeneration Study

Revised Draft Final Report 30 March 2009

unable to cope with the volume of patients that seek

Umlazi Nodal Regeneration Study

Revised Draft Final Report 30 March 2009

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

Umlazi Nodal Regeneration Study

Revised Draft Final Report 30 March 2009

Table 1- Social Facilities Provision Table

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

2000m/ 585m-633m building 1

Umlazi Nodal Regeneration Study

Revised Draft Final Report 30 March 2009

pedestrian traffic in the park and prevent degradation of

Umlazi Nodal Regeneration Study

Revised Draft Final Report 30 March 2009

1.5 Investment Framework

Umlazi Nodal Regeneration Study

Revised Draft Final Report 30 March 2009

1.5.1 Short Term Investment Framework Plan

Figure 4 Glebe Node: Short Term Investment Framework

Umlazi Nodal Regeneration Study

Revised Draft Final Report 30 March 2009

Figure 5 Ezimbuzini Node: Short Term Investment Framework

Umlazi Nodal Regeneration Study

Revised Draft Final Report 30 March 2009

1.5.2. Medium Term Investment Framework Plan

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

Umlazi Nodal Regeneration Study

Revised Draft Final Report 30 March 2009

1.5.3 Long Term Investment Framework Plan

A.14. REHABILITATING THE MLAZI RIVER AND

Umlazi Nodal Regeneration Study

Revised Draft Final Report 30 March 2009

Umlazi Nodal Regeneration Study

Revised Draft Final Report 30 March 2009

2.1 Urban Structure

uses. Social facilities are proposed behind the most

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

2.2 Proposed Activity and Intensity Patterns

Revised Draft Final Report 30 March 2009

Figure 8 Umlazi V Node: Urban Structure

Umlazi Nodal Regeneration Study

Revised Draft Final Report 30 March 2009