The research serves to gain a deeper understanding as to the reasons behind the persistence of the apartheid planning legacy. This is done through a discourse analysis of integrated development planning, a planning tool introduced into South Africa to address the consequences of apartheid. Thus the aim of the Research is to: 1. Understand the underlying values and meanings of the discourses used in the many iterations of the City's Integrated Development Plans (IDPs); 2. Explore if, and how, these values and meanings have changed since 2002; 3. Establish what has prompted a change in the adopted values and meanings contained within the different iterations of the City's IDPs; and 4. Critically assess how altered values and meanings have impacted on planning actions and outcomes. Research Methods used are the case study method, discourse analysis, institutional ethnography and archival research. More specifically, a case study on Cape Town and a discourse analysis of different iterations of the City's IDP (a method done in conjunction with archival research). These IDPs being the 2002, 2007 and 2012 IDP. The findings show that the values and meanings have indeed changed since the 2002 IDP. This change is mainly attributed to the dynamic nature of Cape Town's political context over time, as well as its socio-economic context. This change has resulted in the poor no longer being prioritized and empowered through integrated development planning. It is also seen that the shift towards a more managerial approach to planning, which is seen in the IDP, has come at the expense of actions and outcomes which successfully redress the legacy of apartheid planning. A result which clearly contributes to the persistence of the apartheid planning legacy.

Rapid and sustainable economic growth and progressive social and spatial development through industrial development, has been a persistent challenge for the Sub-Saharan Africa (SSA). A commonly held “solution” to this challenge has been to provide access of manufactured goods from the SSA-region to the dynamic markets of the affluent North. This perceived wisdom led to the passing of the African Growth and Opportunity Act (AGOA) in 2000 by the 200th Congress of the United States of America. In this exploratory study, the experience of Lesotho with AGOA, with specific reference to the economic and spatial development outcomes of the Act in the country, is explored. The findings of the study reveal that the larger settlements where the AGOA-factories are located have shown little improvement, neither from an economic, nor from a spatial perspective. The same applied to villages to which AGOA factory workers sent their remittances. This was due to the meagreness of the remittances – a function of the low wages paid in the factories and the resulting limited disposable income to support small-scale businesses in these villages. While AGOA did result in the creation of tens of thousands of job opportunities for unskilled and semi-skilled Basotho youth, it did not provide them with portable skills for use after leaving the factory floor. AGOA was also not found to have motivated the youth or local entrepreneurs to tap into the manufacturing sector. On the spatial development side, a number of landlords in the larger settlements subdivided their land and built residential rental units for the factory workers. Some landlords also sold their land illegally and informally, resulting in haphazard land development. The research findings suggest that, while “trade and development boosting tools”, like AGOA, may be useful in providing term-based job opportunities for unskilled workforce, they will most likely not have as significant a positive impact on (1) the local economy, (2) the creation of an indigenous industrial class, or (3) the building of sustainable human settlements. Other supporting instruments, in addition to tools such as AGOA, will need to be developed locally, to achieve these goals. In addition to the research findings providing an insight into the experience of Lesotho with AGOA, they should also be of assistance to scholars and policy-makers working on the development of trade-driven tools in support of struggling regions. / Dissertation (Masters)--University of Pretoria, 2016. / Mandela Rhodes Foundation / Town and Regional Planning / MASTER OF TOWN AND REGIONAL PLANNING (RESEARCH) / unrestricted

The thesis, Being, becoming and contributing in (and through) Planning, provides an overview and reflection on an innovative narrative-based enquiry into personal and professional work-life experiences of planning practitioners. It is aimed at exploring competency development in planning as a future orientated practice, where practitioners are challenged to contribute in complex and adaptive local and global contexts. The enquiry draws on the fields of planning practice, planning education, sustainability leadership, lifelong learning, as well as professional and career development. The quest metaphor was used to stretch the exploration beyond formal professional education and complicated competency development frameworks and models, towards archetypical patterns, probes and paradoxes in complex and highly relational inner and outer growth experiences. In reflecting on that which seem to enable and impel planning practitioners to contribute in their work-life contexts, the enquiry reveals (and once again reminds us of) the potential value and generative capacity in the nexus between personal and relational practice experience of transformative growth, practice excellence and commitment to the unfolding collective future. / Thesis (PhD)--University of Pretoria, 2018. / Town and Regional Planning / PHD / Unrestricted

The dominance of market-led regeneration has the ability to incapacitate the working class individuals' ability to remain in central inner-city neighbourhoods. The inner-city neighbourhood of Woodstock in Cape Town appears to reflect this problem through private sector development that results in the increase of property prices to the detriment of low-income residents. Research indicates that a large proportion of Woodstock residents cannot afford the resulting increase in cost of living, and resort to living in temporary relocated areas remote from economic opportunities and social amenities. Municipal planners are unable to solve proceeding issues from this type of 'unjust' regeneration, however, it is integral for them to enable more 'just' forms of regeneration which mitigates the impact on lower-income residents. In order to respond to this problem, the present study draws largely from Fainstein's (2010) concept of the 'Just City' which reflect the principles of equity, diversity and democracy. In turn, a theoretical framework was established which assessed the extent to which Woodstock performs as a 'Just City'. The case study and oral history data collection method were used. Research techniques included semistructured in-depth interviews, non-participant-observations, mapping techniques of the current situation, document analysis, and an oral history interview. In addition, informal conversations and personal communication, also played a role in this study. Key findings reveal how Woodstock lacks in a number of requirements to indicate a strong presence of urban justice. Regarding equity; there are minimal affordable housing units and a high demand for social housing. Non-Governmental Organisations take the lead in finding bottom-up strategies to benefit marginalised residents. Furthermore, the Urban Development Zone Tax-incentive does not benefit a wide range of individuals beyond long-time property holders. Regarding diversity; although varied public spaces exist, their 'gated' character reveals an inherent social fragmentation. Despite this, zoning, and land-uses speak towards mixed-used and inclusionary potential. Regarding democracy; residents have representation through activist organisations, yet are still not on an equal footing when it comes to decision-making. In order for planners to enable 'just' forms of regeneration, recommendations are made to create a social housing stock, recast the current urban development tax incentive, and prioritize bottom-up strategies. Further recommendations include the establishment of a 'Woodstock Local Area Overlay Zone', promote Amin's (1999) concept of 'institutional thickness', and to enable community activities through working alongside urban designers.

Contemporary societies are facing rapid growth, urbanization and migration into the form of urban cities and environments. This requires the ever-expanding need for urban infrastructures to facilitate growing populations, communities and economies within cities. A vital elements within modern urban environments is the need for different forms of urban mobility in order to facilitate the movement and flow of people, goods and communication networks. Within the realm of urban mobility is the important aspect of public transport infrastructures as a system of creating more sustainable and equitable mobility for people within urban environments. Within cities of the global South, such as Cape Town, greater public transport systems are highly reliant on non-motorized transport (NMT) systems. This is due to issues of affordability, efficiency and spatial proximity of large portions of the population in relation to public transport facilities. Therefore, a substantial amount of urban mobility is facilitated by walking as a mode of transport. However, public transport within Cape Town are impacted by issues of personal safety. This is most visible in the Cape Town central business district (CBD). There is a lack of knowledge, design and planning around how people move within the city, and how NMT systems are used within the greater public transport domain. Issues of personal safety become the dominant focus for NMT and human-scale mobility within the city centre. This research examines these issues in more detail. In order to gain deeper knowledge around the experiences of NMT users within the CBD – a qualitative method of research was applied. The research used a gender-sensitive lens in order to gain an understanding as to how gender roles contribute to issues of personal safety and issues of mobility within the urban environment. The objective was to demonstrate the intersection of issues of personal safety within mobility and within space. The research is used as a foundation for creating a mobile phone App prototype. The design is based on user-generated data to create a tool that can help commuters find the safest human-scale mobility routes within the CBD. This tool demonstrates how ICT (information and communication technology) systems can be used to create safer mobility infrastructures and networks. The prototype relies on user-generated data that creates a platform for citizens to become planners in their everyday transport navigations. Thus the research also explores how technology and user-generated data can inform planning and urban management. This resulted in a tool that enables a cyclical system that blends the knowledge of the user and planner in the co-productive design of space and mobility infrastructures.

This document intends to chronicle a narrative working process which is the basis of this urban design project. The research involves a sixmonth investigation into current urban design theory and practice applied to the city as well as site scale. The design commences with an intention which is informed by a combination of theoretical, surrogate, factual and contextualised factors. The process has been one of reconciling the blurred boundaries between conflicting ideas of a design that is economically realisable in the short term and experimenting with new and largely unexplored ways of city-making in radically changing cities in which urban land is scarce and increasingly valuable. Parts One and Two of this document are intended to be independent of Parts Three and Four. The initial chapters are an investigation into challenges of any modern city and the final chapter is an illustration of a solution to only chosen site.

Includes bibliographical references / Urban growth in the last 30 to 40 years has experienced and unprecedented increase. This is mostly due to the growth of developing countries and the expansion of their urban environments. With more people flowing into urban areas, in search for better opportunities, many growing urban centers have been struggling to keep up. This document looks to address growing cities specifically through the perspective of mobility and accessibility. Assessing the ways in which mobility can foster more efficient and equitable development in growing cities. The focus of the project is on the Cape Town Metropolitan Area and the Bellville CBD area (and surrounds) in particular. The fragmented spatial configuration of this area gives a perfect opportunity to test some of the most fundamental ideas around mobility and accessibility. Thus, the project uses Transit Oriented Development as a means to assess how transit can be used to influence and stimulate development. Through the use of case studies, from around the world, a spatial intervention is proposed to take advantage of the opportunities available in Bellville in terms of improving mobility and urban growth through Transit Oriented Development. To conclude, it is found that Transit Oriented Development can be used extensively in the Bellville Area, given the proximity of high mobility routes and an urban form that allows for in-fill development, thus addressing issues of sprawl and underutilize land that are common in the area.

A topic that has increasingly come to the fore in urban planning is the accommodation of those people residing in informal settlements, characteristically the lowest income earners and unemployed. Internationally, nationally and locally, there is a general surge of interest in urban planning towards accommodating low-income settlements adequately, and in formalising informal settlements, based on increasing recognition of peoples' legitimate right to land and security of tenure. Along with these trends, the challenges presented by the urbanisation of poverty that surfaces in informal settlements has become increasingly of interest to me as a researcher and student of planning, over the past few years. This mini-dissertation provides an opportunity to explore some of the social and technical issues that need to be resolved with regards to low-income settlements. Largely related to the background of the ANC government's popular promises of "Housing for All" and "Jobs for All", informal dwellers in South Africa expect to receive formal housing and tend only to accept such services as are associated with subsidised housing. However, poverty in urban environments is a deeper issue that exists when an individual's or household's access to income, infrastructure or services in inadequate to meet their basic needs. More than a lack of income, poverty exists for that section of the population who are unable to pay for basic services or access development opportunities (Van Ryneveld, Muller & Parnell, 2003). .. Increasing urbanisation of poverty presents a challenge to decentralized local government. Although informal settlements have finally become accepted as a local government responsibility, insitu upgrading is a politically driven and preferred response to informal settlements. Upgrading, wherever possible, appears to be a reactive approach by local authorities rather than a pro-active response to the reality of increasing informal settlement. There is little evidence that authorities are planning ahead for informal settlements. Current policy and housing strategies consider those settlements where people earn less than R3500 per month as low-income settlements. In this document, reference to low-income settlements encompasses those who earn less than R3500 per month as well as the unemployed. Poverty alleviation has gradually become a primary political focus in Cape Town, manifesting in informal settlements eventually being allocated a substantial budget, as recently as 2003. This project is based on an extensive literature review that includes internal reports of city officials engaged in current upgrading of informal settlements initiatives of the City of Cape Town, as well as the ongoing debates surfacing in newspaper articles. Access to data gathered from field visits and on-site observations, attending public participation meetings and interactions with officials and their appointed consultants, has broadened insight with regards to low income settlement upgrading. The first section of this document provides the contextual background to the existing situation of low-income settlements in South Africa, and more specifically Cape Town. An analysis of economic opportunities, institutional and servicing issues that are associated with low-income settlements informs this background. As approaches to low income settlements in South Africa are still largely based at the national and provincial levels of government, rather than at the local metropolitan level, this section illustrates the shaping of the initiatives that are in place at a site-specific level. Section 2 comprises a site-specific analysis of the northern suburbs of Cape Town. The N1 and Salt River canal in the South, the N7 in the East, and the Atlantic Ocean in the West are the boundaries of the selected study area. To the North the study area extends to Philadelphia Road and Brakkefontein Road, including Koeberg. For details, refer to the locality map 1 below. The most recent 'Blaauwberg Spatial Development Plan', compiled by Planning Partners (2002) is used as a reference, along with various other Framework plans and proposals. Additional information is gathered from GIS and from current newspaper articles reporting on developments, debates and perspectives. In order to construct proposals on how to intervene in the study area so as to accommodate low income settlements in a more sustainable and integrative way, theory and case studies that provide precedent on approaches to low income settlements allows for drawing on a number of lessons that can be applied to the site. This will be the focus of Section 4. As the outcome of all the above sections, an improved approach and strategy for upgrading low-income settlements is suggested. The pre-empting of problems associated with foreseen increases in low-income settlements is put forward in the proposition that identifying and planning land most suitable for accommodating low-income settlements is an essential component of an effective strategy. As no proposal is complete without taking implementation into account, this will be dealt with in Section 5 through identifying a number of actions that would need to be carried out in order for such a proposal to be implemented.

South African cities are still facing highly inefficient and inequitable urban forms, established by modernist, and apartheid city models. This has resulted in low density sprawl, fragmented and segregated structures, all contributing to unsustainable and unjust city practices. The City of Cape Town is no exception. Cape Town is a tale of two cities, where the urban and spatial landscapes reflect unequal resource distribution and opportunities. Many of its residents remain trapped in an urban landscape that continues to perpetuate its city structures. More importantly, a rapidly increasing population is contributing to the current urban development patterns that are exacerbating previous social injustices and resource intensive patterns. The city is running out of land, resources, and time to restructure its current form and unsustainable development practices. In the pursuit of urban justice, this dissertation argues that a precondition for changing Cape Town's urban performance, is to limit sprawl, increase densities and restructure towards a more intensive and mixed-use city, that will promote efficient public transportation and decentralise social and economic opportunities. Identifying urban Corridor and transit orientated development is a critical approach to structurally promoting efficient and just city structures; with the focus on the Lansdowne-Wetton Corridor as such, a critical element in the restructuring process. This site can then address the needs of some of the most marginalised communities within Cape Town. The design method and package of plans approach was used to guide this dissertation and implement ideas and proposals in an attempt to demonstrate an example of an alternative to Cape Town's current development patterns, that are continuously perpetuating its inefficient, unjust and unsustainable city structure. The study concluded that past urban planning practices have not changed considerably over the past twenty years and that it is of utmost importance to move towards a new way of thinking and developing. This framework can improve equal access to public transportation, social and economic opportunities and re-introducing place making principles. It is aimed at creating positive performing environments, using performance qualities, sustainability, efficiency, equity, integration, urbanity, choice, safety and a sense of place. By focusing on an integrated public transportation system, the intensification of identified areas, designing walkable areas, the promotion of small scale entrepreneurial activities contributes to increasing the accessibility of economic and social activities for all of Cape Town's residents.

Building on recent research on barriers to cycling mobility in low-income South African contexts, this study explored the role of the built environment as a determinant of cycling practices along a mobility corridor in Cape Town, South Africa. The communities surveyed reflect the demographic and income disparities of the city, and their attitudes to cycling and the cycling environment both corroborate existing findings and pose new research questions. In particular, respondents of all income levels showed that they distorted their own journeys by bicycle to avoid areas perceived to have a high risk of criminal activity, even where this meant using routes perceived to present a high risk of physical injury. A second finding was that all road users engage in informal road behaviour, including motorists, and that this is an integral aspect of the study area's mobility culture. The methods used in this study were a series of interviews with three community bicycle-shop owners, supported by focus groups held in each community, and accompanied by a mapping exercise. Fieldwork took the form of accompaniment of youth cycling initiatives and observation of commuting practices by the author. The data obtained in fieldwork were then used to evaluate a selection of cycling environment assessment tools from the USA, UK and Australia, and a pedestrian environment assessment tool from South Africa, in order to evaluate their contextual appropriateness for the local determinants of cycling. The study concludes with recommendations towards a South African cycling environment assessment tool that would capacitate local government and civil society to deliver improvements to the cycling environment and capitalise on existing pro-cycling policies.