LA LUCIA RIDGE AND UMHLANGA RIDGE
CHAPTER 5 ANALYSIS AND DISCUSSION OF QUESTIONNAIRES
7.1 CONCLUSION
Page | 155 CHAPTER 7 CONCLUSION AND RECOMMENDATIONS
Page | 156 There have been some reactions to office decentralisation, as well as the sprawling nature of South African cities.
It is expected that office decentralisation has reached its peak in terms of the creation of new nodes (Reilly, 2003: 24). This has allowed the Gautrain project to react to traffic movement patterns and enable city integration on a greater scale. The Gautrain project is intended to operate in conjunction with existing rail infrastructure as well as bus systems which would shuttle people around the areas surrounding stations.
A reaction to the sprawling nature of South African cities can be seen in a form of office decentralisation. Developments which follow the concept of New Urbanism have sprung up in several South African cities. Whilst these are pedestrian-oriented developments, they are in locations where mass public transport does not exist, which means they rely heavily on people arriving by private vehicle which they park in large underground parking garages. The purpose of New Urbanism developments is to provide a ‘compact city’ environment which would provide mixed-use residential, office and retail components within walking distance of one another. New Urbanism intends to integrate people from different social backgrounds, however in South Africa it has been primarily an exclusive development type which attracts only the wealthy.
Office decentralisation can be used as a means of urban renewal. This use could be greatly used in order to bring jobs to black townships in South Africa. Walter Sisulu Square in Soweto, discussed in subchapter 2.5.9.2, is an example. The creation of job opportunities within townships could help the time-spent-travelling problem
discussed previously. It would reduce the need for people to commute vast distances to work every day, and would help traffic congestion in the city as a whole. The problem with this solution is that townships are not seen as attractive areas to conduct business in. Perhaps the space between townships and wealthier suburbs – known as buffer strips – can be used in order to provide attractive locations for office job creation.
Motivation for office decentralisation in the past has been focused on escaping crime and congestion of the CBD for cheaper land in the ‘suburban countryside’ where the needs for expansion and the building of a corporate identity exist. However,
motivation for office decentralisation in the post-Apartheid city includes the responsibility of providing office job opportunities to the members of society who were marginalised by Apartheid laws and planning regulations.
Page | 157 Office decentralisation in this regard can be seen as an advantage of the trend, so long as the proposed office nodes are linked to the greater network of existing office nodes in order to allow for maximum economic possibilities within a city.
As discussed in subchapter 2.1, the city can be seen as a system, within which are a series of subsystems.
In terms of decentralisation of city centres, each centre can be seen as a subsystem of the “larger” system. The systems principle of“wholeness” will be formed by the differing centres’ ability to function together as a single entity, and the principle of hierarchy would be seen as the level of importance placed on each centre, which is a naturally occurring phenomenon in any case.
In terms of the “size” and “scale” of the system, the “larger” system would be the metropolitan region, and the elements or objects would be the different centres within the city. The most important feature of any system, and which makes the system useful, is the relationship between the objects which make up the system. The
relationships between the centres of a city are the means by which they are connected, for example road or rail, and by what each centre specialises in, for example
manufacturing, commerce, residential, etc.
It can be seen that cities are systems containing many components and subsystems which work together to form a whole to achieve a single goal.
It is clear from the above that applying systems theory to planning in post-Apartheid cities would help greatly in bridging divides between communities, and enable the city to function as a single entity as opposed to one which is fragmented by space and obstacles.
It is hereby concluded that office decentralisation which occurs in locations which would benefit all city dwellers, together with enhanced direct transport linkages to other centralised and decentralised office nodes within the city, will help unify post- Apartheid South African cities. This would in turn make them function more efficiently, make them more profitable, and would give time back to marginalised communities with which they can use to better themselves in economic terms, as well that of education.
7.2. RECOMMENDATIONS
Upon undertaking a questionnaire exercise, which tested the Literature Review, Precedent Studies and Case Study, the following recommendations can be made.
Page | 158 The research suggests that an integrated public transport system be introduced to decentralised cities in order for them to perform as one. In the case of Durban, if a public transport system were to be developed it would need to be convenient, reliable, safe and well marketed. It would not necessarily bypass the CBD, but it would need to have routes that operate suburb-to-suburb, as opposed to suburb-to-CBD-to- suburb. It would also need to be fast, flexible and operate on a regular schedule.
79% of respondents of the questionnaire said linking the decentralised office nodes in Durban by means of an efficient public transport system would definitely be useful to them and other city dwellers. This link can be backed by Systems Theory, whereby it is the relationship between the objects or centres which make the system or city useful. The author therefore recommends these links between decentralised office nodes need to occur.
37% of respondents said a Fast Rail Link would be best, 37% said a Light Rail Network would be best, and 26% said a Bus Rapid Transit would be best. Given Durban’s topography and existing infrastructure, the author would recommend a combination of: either an improved and extended Metrorail network or Light Rail;
and Bus Rapid Transit. A Fast Rail Link would be extremely costly to implement, and would not suit Durban’s topography. The Metrorail or Light Rail Network would run between the decentralised office nodes. The stations would be placed far apart, and these would be serviced by the Bus Rapid Transit system that would pass through nearby suburbs and districts in order to deliver people to their destinations.
79% of respondents of the questionnaire said that spreading economic opportunities throughout the city, including previously disadvantaged areas, would be beneficial to both residents and businesses. The author therefore recommends this occurs. Based on the comments left by directors of companies, the businesses would have to be of a certain nature, and a company which had existed before the fall of Apartheid would find a township location a hostile place to do business. Therefore new businesses would be attracted to an office node in these locations.
Although both Kevin Lynch and David Dewar recommend that development density should increase along major routes in order to maximise the efficiency of public transport and to control urban sprawl, 75% of respondents said this would not work.
A possible reason for it not working is the reality of developers acquiring cheap land in locations which are not serviced by public transport. However, the author would recommend this densification occurs because the current public transport system is
Page | 159 heavily financed by public funding due to the sparseness of dwellings in South
African cities which leads to low ridership levels.
71% of respondents did not think referring to the Central Business District as the
“Central Activity District” would change their perception of the area. However those respondents who said it would change their perception suggested it would speak of a more round-the-clock, mixed-use environment which is non-specific to business, but more of a social space where business, living and entertainment activities could occur. Such an environment would be important to implement in a new commercial node, and possibly over time introduce many more entertainment activities into the CBD so that it becomes multifunctional in order to avoid the area becoming dead and dangerous at night. It is for this reason that this idea of Central Activity Districts should be implemented.
To conclude, the author recommends:
• the development of new decentralised office nodes in previously disadvantaged townships;
• either the extension of Metrorail services, or the development of a Light Rail system, which operates between all decentralised office nodes, and a Bus Rapid Transit system to service the Metrorail or Light Rail stations;
• the densification along major existing routes in order to maximise the efficiency of public transport.
• referring to important nodes as “Central Activity Districts”
This dissertation focused on office decentralisation. It touched on residential decentralisation because it was a means of introducing the primary topic. However residential decentralisation is a topic which could be further researched in that the decentralisation of the commercial centre would imply that commercial centres become more closely integrated with residential development. This questions whether there is still a need for residential decentralisation. Decentralisation of industrial employment nodes was not discussed at all in this dissertation, although many jobs are created by industrial plants. This could be researched as a topic in itself.
Page | 160 REFERENCES
Bacon, E. 1980. Design of Cities. USA: Penguin Books.
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THESES
Gounden, K. 1999. Distant Decentralised Office Parks: A Case Study of the La Lucia Ridge Office Estate. Durban: University of Natal,
Du Plessis, A. 2003. Gautrain Station, Hatfield. University of Pretoria.
Davies, A. Late 2000s. Jobs in the Suburbs: Employment in Melbourne. Melbourne University.
INTERNET
en.structurae.de (accessed: 19 December 2010) Google Earth (accessed: 29 December 2010) Maps.google.com (accessed: 29 December 2010) www.bridgecity.co.za (accessed: 24 January 2010) www.cmt4austin.org (accessed: 23 December 2010) www.durban.gov.za (accessed: 29 December 2010)
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Page | 162 www.statssa.gov.za (accessed: 29 December 2010)
www.travelblog.org (accessed: 19 December 2010) www.wikipedia.org (accessed: 7 January 2011) NEWSPAPERS
Lahey, K. 2009. Melbourne’s population hits 4 million. The Age, September 23.
(www.theage.com.au)
Jarvis, A. 2010. Rich Pickings in the Wasteland. The Independent, April 16.
(www.independent.co.uk) OTHER PUBLICATIONS
Lagos State Government, 2008. Lagos Red Line Urban Rail Concession: Project Briefing Document.
Lagos Metro.
Lagos State Government, 2008. Lagos Blue Line Urban Rail Concession: Project Briefing Document.
Lagos Metro.
State Department of Victoria Department of Infrastructure. 2007 Melbourne Urban Corridor Strategy.
Department of Transport and Regional Services. Melbourne.
Durban Central City Council: Spatial Planning Framework, 2010
Page | 163 APPENDICES
APPENDIX A: SAMPLE OF QUESTIONNAIRE SENT TO EMPLOYEES RESEARCH QUESTIONNAIRE
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