Most cities are faced with the issue of decline that often causes segregation between people and places within its walls. Often, the problem lies in the condition of these cities. Cities are no longer bustling, active places that attract people and encourage lingering within, but rather have become places that are unhealthy and feel unsafe (Ravenscroft, 2000; 2534: Oc and Tiesdell, 1997; 5). In some cases, fragmentation takes place, which encourages clustering and segregation between race groups, economic groups and even age groups. The city is no longer a place for everyone within its footprint, but rather a collection of fragments which further divide areas into mono-functional or single demographic zones. The purpose of this dissertation is to investigate the issues around the topic of decline and to gain understanding of the governing factors that contribute to the decline of cities. By understanding the causes of decline, one can further derive conclusions as to how these cities can be revitalised into places that are liveable, healthy environments that encourage activity and occupation. Further issues to be investigated are the creation of ‘Place’ within the city, as well as the methods on how existing boundaries can be bridged to create a more interconnected and integrated city. The current boundaries that exist within the city include physical boundaries (such as unoccupied and decaying buildings, vacant land, highways and roads), social boundaries (between various races, ages, backgrounds and religions) and economic boundaries. The idea of using Arts and Culture as method of revitalisation and integration will be explored for the purpose of this dissertation. / Thesis (M.Arch.)-University of KwaZulu-Natal, Durban, 2011.

Lining the streets and the interstitial spaces of the developing cities of the modern world is an emerging citizenship that exists and thrives in the in-between. These are the new urbanites, the Insurgent Citizens; a socio spatial product of the rapid urbanisation processes that have shaped and will continue to shape the urban landscape. The physical make up of concrete and glass that forms the fantastic images of cityness and modernity house the minority population, the haves. However, in the spaces left behind, in the alley ways and on the pavements in so called residual spaces, this new insurgent citizenship is growing. Having been left out of the planning processes that define these city imageries, within exclusionary constructs these citizens are redefining how the city functions as they stake their claims to be active participants within the metabolism of the modern city. This conflicting rationality of what a city is, and for whom it shall serve is effected by the minority striving to modernise and the majority striving to survive within the same physical environment. There are countless research efforts established to disseminate cityness for the minority of haves; however this dissertation posits itself within the construct of the have-nots and their rights to the city and therefore their socio-spatial rights to redefine it. This redefinition of cityness is established as a means to support their livelihood strategies to contest their conditions of spatial and economic poverty, as shall be defined herein. This insurgent citizenship is not survivalist nor merely informal, but rather an active social agent contesting the exclusionary processes that continue to define the cities of the developing world. It is the aim of this dissertation to establish the historical and current construct under which these socio-spatiality’s exist. Thus by identifying these strategies by which these insurgents survive and contest these realities, this dissertation will explore informal recycling as a means of insurgency. By understanding the global and local phenomenon of informal recycling; considering the environmental and socio-economic benefits it yields, this dissertation seeks to uncover strategies by which inclusive developments can be adopted to facilitate this insurgent practice. The objective of this dissertation is to establish a grassroots up architectural design solution for the informal recyclers of the Durban CBD, South Africa. / Thesis (M.Arch.)-University of KwaZulu-Natal, Durban, 2013.

Thesis (M.A.)--University of Hawaii at Manoa, 2005. / Includes bibliographical references (leaves 88-91). / viii, 91 leaves, bound col. ill., col. maps 29 cm

Thesis (M. Arch.)--Carleton University, 2004. / Includes bibliographical references (p. 100-102). Also available in electronic format on the Internet.

Thesis (MS en S)--Stellenbosch University, 2002. / ENGLISH ABSTRACT: The urban designer works within an environment characterized by constraints. Control mechanisms are part of these constraints. They were created out of necessity because the control of the urban environment became strained as cities grew in size. In the beginning control mechanisms regulated the urban environment to create better public safety. This objective evolved to include aesthetics and sustainability of the environment. Controls, however, tended to become standardized and were often blindly applied irrespective of changed circumstances and contexts. Control mechanisms include inter alia height, density, bulk, and aesthetic controls, which can be applied to regulate form, space and behavioural or activity patterns. These control mechanisms generally embrace a system of codes embodied in legislation enforceable in law. Urban designers should realize and take full advantage of the potential of the law as an urban design control element. This study examines the nature of control mechanisms as applied to town planning in general and urban design in particular and their efficacy in achieving and maintaining a range of human and social objectives. To this end, attention is paid to examining historical precedent, examples reflecting different cultures and approaches and resultant urban forms. On the basis of the aforementioned this study aims to identify a range of urban design principles and to propose suggestions as to how control mechanisms as part of a system of law can best be applied. A case study of central business district sites in Durbanville, Western Cape is researched. / AFRIKAANSE OPSOMMING: Die stadsontwerper funksioneer binne 'n omgewing wat gekenmerk word deur beperkings. Beheermeganismes maak deel uit van hierdie beperkings. Dit het ontwikkel uit noodsaak, want die beheer van die stedelike omgewing het onder druk gekom soos stede in grootte toegeneem het. Aanvanklik het die beheer-maatreëls die stedelike omgewing gereguleer om sodoende openbare veiligheid te verseker. Hierdie doel het egter ontwikkel om estetiese ontwerp en volhouding van die omgewing in te sluit. Maatreëls het egter geneig om gestandardiseer te raak en is dikwels blindelings toegepas ongeag die omstandighede en konteks. Beheermeganismes sluit inter alia hoogte, volume en estetiese kontrole in wat aangewend kan word om vorm, ruimte en gedrags- of aktiwiteitspatrone te reguleer. Hierdie beheermeganismes omsluit gewoonlik 'n stelsel van kodes wat vervat is in wetgewing, afdwingbaar deur die wet. Stadsontwerpers behoort die potensiaal van sodanige wetgewing te besef en tot hul voordeel te benut as 'n beheer element in stedelike ontwerp. Hierdie studie ondersoek die aard van beheermeganismes soos aangewend in stadsbeplanning oor die algemeen en stedelike ontwerp in die besonder en hul doeltreffendheid in die bereiking en handhawing van 'n reeks menslike en sosiale doelstellings. Aandag word in die studie gegee aan die ondersoek van historiese voorbeelde, voorbeelde wat verskillende kulture weerspieël en verskillende benaderingswyses en gevolglike stadsvorme. Gebaseer op die voorafgaande, wil hierdie studie 'n reeks van stedelike ontwerp beginsels identifiseer en voorstelle aan die hand doen hoe beheermeganismes as deel van die wetgewingstelsel, op die mees doeltreffende wyse aangewend kan word. Persele in die sakekern van Durbanville, Wes- Kaap word as gevallestudie nagevors.

Doctorat en sciences sociales, politiques et économiques / info:eu-repo/semantics/nonPublished

This study attempts to explain and account for the residential land use patterns of Maple Ridge for a thirty year period from 1930 to 1960. The residential land use pattern for I960 is presented in Chapter I; its development and characteristics are accounted for by the reconstruction of patterns for 1930, 1940, and 1950, in Chapters II, III, and IV respectively. Information from which the patterns of residential land use emerged for each decade was obtained from Assessment Rolls at the Maple Ridge Municipal Hall, Haney, and verified by municipal officials and observation. Residential land use in Maple Ridge began and spread from the centres of Haney and Hammond and formed a scattered pattern extending away from the Fraser River along the major avenues and roads. An uncontrolled pattern of scattered residential building characteristic of 1950 reached sprawl proportions by I960. / Arts, Faculty of / Geography, Department of / Graduate

Thesis (M.Dev. (Planning and Management)) -- University of Limpopo, 2022 / Population development planning has continued to be a battle for both developed and developing countries, as such it has been used as an exploitative tool and a political instrument to manipulate societies. China has offered a perfect example with its one-child policy. Although china’s one-child policy has been in use for over 35 years, and this approach was to control the fertility rate under the notion of planned and facilitated economic growth. The temporary brake measure saw its epic fail in the current 21st century; this resulted in the loosening and relaxed approach of the two-child policy as a measure towards population development planning. The relaxed policy and the Chinese withdrawal from controlling the reproductive systems of communities came soon after the realisation of the current underdevelopment within the country. The support from political allies and the rushed policy implementation was likely fuelled by the lack of understanding in terms of population development and planning. To solicit the incision of the study, qualitative data analysis, thick descriptions and classifications were utilised. Thick descriptions involved the expressions of meaning, contexts and, where relevant, intentions relating to conceptions, approaches and determinants of population development were planned. Contexts included the geographic, cultural, policy, historical, demographical, legislative, social, economic, political, and environmental and so on for Southern Africa and its states. Planning is value-laden; therefore, intentions relating to the adoption of family planning policies and their confusion with population development planning in Southern Africa will be discussed. For quantitative data, PCA was used to analyse the data into a variety of summary statistics. Irrespective of varied reasons presented as the culprit of ineffective population development in planning, this study argues that determinants of population development should be primate to attendant planning in Southern Africa.

Martinsville, in Henry County, Virginia is located in the southwest part of the state about 14 miles from the North Carolina line. It is in that section known as the Piedmont, in the foothills of the Blue Ridge mountains. It is 55 miles south of Roanoke. 30 minutes west of Danville, and approximately 56 miles north of Winston-Salem and Greensboro, North Carolina. The city was founded in 1793 and incorporated in 1873. Martinsville was chartered in 1928. Martinsville is the county seat for Henry County, and is governed by a manager-council form of municipal government. Indicative of Martinsville's sound economy are the facts that it was comparatively untouched by the depression of two decades ago; that it enjoys a well diversified industry; and that the city's per capita welfare and relief expenditures, with one exception, are by far the lowest of all Virginia cities. The fact that Martinsville is the trade center of Henry County with an effective buying income far above means that the city should have a bright future. However, this is not true. Retail sales are far below the Virginia average. The city is growing at random. The city developed on a ridge running east and west. The Central Business District consequently developed along these lines. This has been the cause of many of Martinsville’s planning problems. Up to the time of this writing the only areas in which attempts have been made toward the solution of these problems are traffic and parking. The city has no by-passes, loop streets and planned radials. This has caused enormous quantities of traffic to flow through the Central Business District. Parking in and around the Central Business District is not inadequate. There are available spaces, but they are not in the right places. The result has been the mad scramble for meter spaces. Strip zoning along the major traffic arteries has allowed business to leave the Central Business District, and relocate elsewhere. This has caused a land use mixture of residential, industrial and business establishments. Because of the emigration of businesses from the Central Business District, the merchants have not rebuilt, and as a consequence the buildings are in a very rundown condition which further helps to decrease retail sales. The City Planning Commission has not effectively controlled this random growth by zoning nor made plans for future expansion expansion and development. Recently the Commission has become active in this redevelopment program and with, adequate public support, their efforts toward securing a Master Plan for the city may become a reality. Unless the city has a Master Plan to direct its growth all efforts will be fruitless. Martinsville will benefit greatly from a redevelopment project. Once this project has been carried out, the city will once again attract many people. The new traffic pattern will provide easy access to the Central Business District, and adequate off-street parking facilities will eliminate the mad scramble for parking spaces adjacent to stores. The improved transit system will also help relieve much congestion since shoppers will be more prone to use the faster transit service in preference to private automobiles. The new land use plan will simplify the shopping district where similar facilities will be located in the same area. This will make it easier for the shopper to locate his desired purchases. This, together with a harmonious grouping of buildings, with pleasant pedestrian malls, and parks and green areas, will provide the shopper with new interests and situations as he turns the corner. The civic center will establish Martinsville as a cultural center and will contain many activities for both old and young. The city of Martinsville will once again become the major shopping center for this area and will even draw shoppers from other cities. The new city will be convenient, quiet, it will have adequate retail and public facilities, and it will be as dynamic as the people who use it. / Master of Science

The thesis presents an opportunity to study relationship between rapid rail transit system and urban development through measuring various changes caused by the rapid rail transit improvement in Washington, D.C., Beijing, China, and Vancouver, Canada. Due to the reason that the three systems are all well-planned systems, they are not only the important parts of urban public transit, but also tools for guiding urban and regional development. Three principal goals are identified for these systems: relieve traffic congestion; provide a transit alternative to the automobile drivers; and support a compact pattern of regional town centers out from an over-developed downtown area to form a polycentric urban pattern. The rapid rail transit is found to serve a majority of riders going to and from work. It attracts not only former auto drivers but also new riders from other modes due to the fact that the system is a time and cost-saving transportation tool for people. Joining other factors, rapid rail transit could shape land-use pattern, reduce decline of old downtown, and induce development. It influences society and economy positively in that region. Although there is no direct relation between the improvement and regional population growth, it influences the population re-distribution because it attracts new employment to its envelope and influence areas from other parts of the metropol is. A good transportation system in a metropolis should satisfy the variety of needs for mobility engendered by a very heterogeneous population. A system which mainly depends on automobiles cannot meet the needs. An rapid rail transit system could compensate for the insufficiency of automobile. As a critical and irreplaceable part of an urban transportation system, rapid rail transit plays an increasingly important role. / Master of Science