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The Struggle to Belong: Middle Classing and Social Change in Post-Apartheid South Africa
Get PDFThe social and urban landscape in Johannesburg has been profoundly influenced by its’ legacy of colonial
and apartheid rule. Apartheid legislation such as the Group Areas Act of 1950 significantly embodied
apartheid at an urban scale as it segregated and policed social space on the basis of racial classification where
large numbers of people classified as native (also referred to as African, bantu or black), Indian (or Asian)
and coloured were relocated to planned settlements to the periphery of cities and leaving the inner city and
many areas to the north, east and west as white residential zones. The demise of apartheid and its
administration in 1994 has resulted in Johannesburg becoming more racially integrated over time.
Conversely, the democratic era has also been associated with a change in the class structure in the country, in
particular, the growth of the black middle class. There is no longer always a direct relationship between race
and income which means that black, Indian and coloured people are able to live in former white areas and
neighbourhoods. Given the rise of crime and violence in the city, residential gated communities have been
seen as the common housing option for middle- and upper-class social groups of the country. These
developments were initially proliferated by mainly white groups in society, however changes in class
dynamics in the country have resulted in growth of the black middle class living within these spaces,
therefore creating racially integrated residential pockets in the city. The lived experiences of the black
middle class within these spaces, remains under-researched. The study employs a qualitative thematic
exploration through the use of in-depth interviews with a group of black middle-class residents residing in
two South African residential gated communities in Johannesburg to unpack the politics of belonging to the
community and the pressures and complexities of gated living and how that impacts identity formation and
self-realisation. The interview data indicated the negative impacts of stereotype threat as black residents live
with the historical legacy of being viewed as part of an inferior race. The findings outline various strategies
that black residents employ to reaffirm their belonging to the community. Furthermore, the results provide a
multi-layered analysis of race, identity, difference, space and place in a post-apartheid urban setting. The
study makes recommendation for the decolonisation of privatised residential communities to create more
inclusive and cohesive communities
Resilience Assessment of Mountain Settlements Isolation Effects in Extreme Climate Change
Get PDFIt’s been a while since people have awareness of the environmental impact of climate change, especially in
mountain settelements of Taiwan. Extreme heavy precipitation event was very rare in the past, we rarely saw
a disaster occurrence that affect the daily life of human beings. However, due to the impact of climate
change, the occurs of extremely heavy precipitation events in Taiwan are more and more frequent in the past
20 years. From once every few years to nearly a dozen times a year, including heavy rain and typhoon every
summer and autumn. Taiwan has special geographical factors: narrow land, densely populated, and a high
density of streams. If the slope is greater than 5 degrees or the elevation is greater than 100m, the region is
regarded as a mountain area. Such an area occupies about 70% lands of Taiwan, and there are many old
settlements and aboriginal tribes living here. The best-known disaster event was the typhoon Morakot in
2009, it caused serious flooding, mountain crashing, and landslides in many areas of Taiwan. These disasters
in mountain settlements are the most serious, including road blockage, house inundation, water and food
shortages, etc. After the typhoon Morakot, People refer to "the situation in which mountain settlements are
blocked due to climate phenomena" as an "isolation effect" due to plenty of news reports. Mountain
settlements that have an isolation effect are like inhabitants of isolated islands on the sea. It’s difficult for
local residents to save themselves, and it is hard to obtain external rescue resources. Because of the natural
landform and special socio-economic environment of mountain settlements, we need to pay attention to such
problems occur.
The collection of “isolation effect” data is from domestic news reports, from 2000 to October 2021. A total
of 326 disasters had occurred in 151 villages(The level is larger than that of the settlement because the news
media mostly reported the disaster situation in the village as a unit). The severity of the disaster ranges from
mild to severe, there were also many villages where the isolation effect had repeatedly occurred in different
years.
This study attempts to integrate and analyze the weights of the isolation effect from past studies, at this stage,
the historic isolation effect villages have been split into 270 historic isolation effect settlements. The
indicators include general isolation effect, hazard, exposure, and vulnerability. Then, the weight of the
analyzed indicators is used to determine the other 360 mountain settlements in Taiwan. Looking forward to
clarifying the potential degree of isolation effect that may occur in the future, and providing it to the public.
It is hoped that such a demonstration will allow the government to carry out more disaster reduction
measures for mountain settlements, and local residents can also have considerable disaster awareness in their
homes. In the future, climate change will be more abrupt, but mountain settlement residents can also live and
work in peace
Sustainable Transportation in the 4IR Era: Case of the City of Johannesburg
Get PDFSustainable transportation development promotes efficient and easy accessibility to socio-economic areas
affording opportunities and good movement from one location to the next. High connectivity and the smooth
movement of people and goods define a well-functioning city. Without technological change, the traditional,
car-dominated cities of the 20th century will not survive rapid urbanization and increasingly stringent air
pollution regulations. The City of Johannesburg has various modes of transportation from motorized
transportation to non-motorized transportation, however, issues of sustainability in transportation are in
question. This paper analyses the sustainability and sustainable development of public transportation in the
4IR era, modes of public transportation available for commuting and the level of non-motorized
transportation used for completing a journey across the City of Johannesburg and how 4IR technology can be
exploited and harnessed to promote smart transportation. Mixed method approach was deployed in this study
were spatial approach and qualitative approach was used to glean data from commuters, relevant officials,
and documented studies. Results revealed that there is high percentage of trips made by mini-bus taxis and
railway trains. Moderate use of Bus Rapid transit system (Rea Vaya), Gautrain system, taxify/ubers, and
other form of buses. Consequently, the results showed that there is low use of bicycles to make trips and
cycling to connect to public transportation stations is not visible as most public transport users walk or drive
private vehicles to connect to public transportation, and walking to complete journeys is only feasible for
trips that are under 5km. In addition, there is sustainability in the current existing public transportation,
however, with the population explosion that the city is facing there will be difficult movement for modes of
transportation, increasing percentages of car accidents and air pollution. Further, there is lack of
sustainability in non-motorized transportation as many trips are completed with motorized transportation.
The paper concludes that there is visibility of 4IR technologies in public transportation but not all the modes
of transport have deployed them to ensure efficient, reliable, safe, convinient public transportation system,
hence, this calls for interventions for enhancement towards develoment of smart sustainable transportation
systems as the level of private motorized transportation in the city are high. The paper recommends that there
should be exploitation of 4IR technologies which will bring integrated intra- and inter-urban transport
systems, reducing the need for private vehicles, promoting real-time transport and traffic management and
monitoring, cleaner vehicles and low-carbon mobility solutions that allow people to walk and bike more
freely, platforms to better utilize existing and new forms of shared and ambient mobility, e.g. bikes, buses,
and autonomous vehicles
Mo.Hub – Co-Developing Cooperative Mobility Hubs in Vienna
Get PDFCities face the challenge that urban public spaces are often dominated by moving and parked motorised
vehicles. In particular in existing neighbourhoods, the question arises as to where space for active mobility,
greening and recreation can be taken from and how public space can be redesigned to meet users’ needs.
The availability of diverse mobility solutions - as concentrated at mobility hubs - promotes inter-modal and
multi-modal, seamless mobility and helps to reduce motorisation (Villareal 2018; Pais 2019; Claasen 2020).
Thus, mobility hubs are used in some European cities, to concentrate different mobility options and functions
of the public urban space spatially and digitally concentrate (Villareal 2018; Pais 2019; Claasen 2020). The
implementation of such mobility hubs has often taken place in new neighbourhoods and is organised in a
top-down manner by transport companies, city administrations or developers.
The research project Mo.Hub (https://mohub.at) aims to tackle the challenge of implementing mobility hubs
in existing neighbourhoods by co-developing and implementing three mobility hubs with a cooperative and
co-creative approach for a pilot phase of six months in Vienna.
The mobility hubs combine demand-oriented (shared) mobility offers in close distance to public transport
and a jointly designed recreational area, in the form of a parklet. Thereby public space regained by
transforming the behaviour from private car use to multi-modal mobility behaviour is made visible. A higher
user acceptance is expected by involvement not only in the implementation process but also by testing new
operating models that build upon active participation and self-organization
The Effect of Active Travel on Sustainable Transport Planning: Empirical Evidence from Selected European and African Countries
Get PDFIn recent times, people have been advocating the adoption of active travel such as walking and cycling due to
its benefits to the health of human beings and the overall quality of the urban environment. Urban transport,
being one of the major challenges to sustainable development, remains the fastest-growing source of carbon
emission in major cities of the world, and as a result, there is a need to adopt methods aimed at reducing
over-reliance on vehicles, being the major contributor to carbon emission in our environment. Although
various scholars have contrasting views on the role of active travel in sustainable planning, it is believed to
be beneficial to improve health without necessarily make a significant impact on the economy and built
environment. Consequently, this study reviewed literature on active travel use in the developed and
developing countries of the world and its impact on sustainable urban transport planning and development.
The study adopted the Prisma approach by extracting relevant information from peer-reviewed journal
articles and proceedings. Findings from this study revealed that active travel reduces environmental health
damage such as global warming as well as air and noise pollution caused by increased reliance on vehicles,
and variations exist in the use of active mode in both the developed and developing countries of the world.
The study recommends that stakeholders in the transport sector, as well as the government in the developing
countries, should provide relevant transport infrastructures that promote and support active travel use in
order to achieve sustainable transport growth and development
Zur Identifikation und Visualisierung von Einfamilienhausgebieten der 1950er- bis 1970er-Jahre für eine nachhaltige Raumplanung
Get PDFAlternde Einfamilienhausgebiete sind eine Herausforderung für die nachhaltige Raumplanung. Insbesondere
im ländlichen Raum führt der demografische Wandel vermehrt zu Leerständen in den Gebäudebeständen der
1950er- bis 1970er-Jahre, da der Generationenwechsel von Erstbesitzern zu jungen Familien oder neuen
Eigentümern häufig problematisch verläuft. Diese Gebiete zu identifizieren ist daher von entscheidendem
Nutzen, um raumplanerische Maßnahmen treffen zu können.
Anhand des Baujahres eines Gebäudes lassen sich relevante Einfamilienhausgebiete erfassen. Angaben zu
Gebäudebaujahren finden sich u. a. im AFIS-ALKIS-ATKIS-Modell (AAA-Modell). In den konkreten
Datensätzen fehlt diese Angabe jedoch zumeist. Daher werden in der jüngeren Forschung die bereits durch
die INSPIRE-Richtlinie (Richtlinie 2007/2/EG) flächenmäßig verfügbaren Bebauungspläne behelfsweise
herangezogen. Eine Auswertung hinsichtlich Festsetzungen und Datum der Rechtskraft ist hierbei jedoch nur
ein Indiz für das Baujahr der Wohngebäude im überplanten Gemeindegebiet. Vor allem in schrumpfenden
Regionen, in denen es oft zu Leerständen kommt, gibt es mitunter eine große zeitliche Diskrepanz zwischen
dem Rechtskraftdatum eines Bebauungsplans und dem tatsächlichen Baujahr eines Gebäudes. Die
Einfamilienhausgebiete lassen sich dort nicht abschließend identifizieren.
Durch die Kombination verschiedener heterogener Quellen und Disaggregation von Daten können
erforderliche Baujahresklassen identifiziert werden. Diese Methode bietet sich als praktikable
Vorgehensweise an, die sowohl als Grundlage für Fragen der Forschung als auch der Raumplanung
herangezogen werden kann. Als Evaluation dient ein Negativabgleich mit Erhebungen von
Gebäudebaujahren der vergangenen ca. 25 Jahre in einem Testgebiet
Integrated Simulation-based Framework for Parametric Open Space Design with Focus on Sustainable Mobility and Climate Resilience
Get PDFRecent advances in the application of computational design show great potential in the holistic assessment of
design scenarios. To tackle the challenges of climate change and urbanisation, we need intelligent planning
methods to design sustainable urban development and resilient open spaces. Therefore, this paper presents an
integrated simulation-based framework for parametric urban design with focus on sustainable mobility and
climate resilience. Precisely, aspects from mobility, water management and microclimate are used for the
evaluation of open space planning. The result is the framework including interfaces and the exemplary
application to real-world scenarios in Aspern at Nelson Mandela Square
Virtual Exploration of Urban Spatial Changes due to Regional Tramway Line Construction
Get PDFFor most large infrastructure projects, it is mandatory to assess their impact on the urban and rural
environment before they are started. Many shareholders want to involve the public or even are obliged to do
so due to legal provisions. For interactive exploration, a 3D viewer is needed that supports very complex
scenes. They should be realistically rendered for sufficient credibility. Applied research on this topic (in
close cooperation with industrial partners) resulted in GEARViewer, a geospatial rendering framework. It
supports huge geospatial scenes consisting of large-scale terrain models, buildings, roads, tramways,
railways, tunnels, vegetation and a skylight model. Everything is georeferenced. It can import GIS data and
turn this into 3D objects. In the future, it will also support Building Information Modeling (BIM) standards.
Furthermore, it also simulates traffic in a simplified way including cars, trams, trains and pedestrians. It was
used for many planned projects in Austria and Germany.
In this paper, we describe one of the projects for the city centre of Innsbruck, created with the GEARViewer.
It supported several stages of the segment wise planning and realization of a new regional tramway line over
multiple years. Depending on progress, the project visualization incorporated varying levels of details into
the existing city model, from graphic planning concepts during route optimization to detailed depictions of
stops and road design shortly before constructional implementation. In this way, shareholders and citizens
can experience the geospatial transformation and changes of the street network and traffic flow in the
affected regions of the city. The system allows the regular creation of videos, screenshots, interactive online
panorama tours and live demonstrations for publications and citizen information events. In order to fit the
current state of planning, the system and model were constantly extended and updated. It supported the
project progress and associated votes and discussions by supplying the display of variants, flexible
viewpoints and realistic visualization
Analyses on Stopping-off Points and Destination Selection of Nagoya CBD Visitors by applying Spatial-Temporal Position Data
Get PDFIn recent years, GPS(Global Positioning System) data and various other data have been provided as
information on people's shopping-around behaviors within CBD(Central Business District), allowing
people's shopping-around behaviors to be obtained in more detail. In addition to conventional person-trip
surveys, these data have the potential to reveal new aspects of people's shopping-around behaviors.
Furthermore, through the restaurant API(Application Programming Interface), by combining spatialtemporal position data with restaurant data, it will be possible to clarify people's district visitation factors and
downtown selection behavior.
In this study, We defined a 5-minute stop in the area as a stopping off points in the spatial-temporal position
data, and aimed to clarify the factors of stopping off points in the Nagoya CBD area by latent factor analysis
of PLS(Partial Least Squares) regression, and to estimate individual destination selection behavior by
multinomial logistic analysis. The results of the latent factor analysis of the PLS regression revealed that the
regression coefficients were high for the number and type of restaurants in the 0-12 time period, but high for
entertainment facilities in the 12-18 and 18-24 time periods. Furthermore, multinomial logistic analysis
revealed a trade-off between proximity of 3 meters and the utility obtained from one restaurant
Enhancing Transit-Oriented Development Networks in South African Cities: Pathways for Sustainable Mobility and Access in the City of Johannesburg
Get PDFTransportation and spatial planning are inextricably linked. Transport networks and facilities have an
immense influence on the spatial development of any city. Moreover, they determine the nature of the
neighbourhood and the quality of life by directly influencing property market values. Transit-oriented
development seeks to integrate urban spaces and bring people, amenities, and activities together with easy
cycling and walking proximities to the excellent transit services. Consequently, successful transportation and
spatial planning integration result in efficient transit-oriented development. This paper presents pathways for
enhancing sustainable mobility and access through transit-oriented development networks in South African
Cities. The paper adopts a case study research design wherein the impact of transit-oriented developments
in the City of Johannesburg is presented and discussed. Quantitative and qualitative research approaches
were deployed to gather relevant data, as well as specific questionnaires and interview guides. Preliminary
findings reveal that transit-oriented developments have tremendous benefits and effectively transform
neighbourhoods. There are still challenges associated with and hindering the integration of transit-oriented
development and spatial planning in the City of Johannesburg. The paper concludes by recommending cities
in South Africa and other developing countries adopt and implement transit-oriented development to achieve
sustainable cities concerning efficient physical connectivity, mobility, and accessibility and to ensure
climate-friendly and liveable cities. Lastly, transit-oriented development must be crystallised in city-wide
developments in order to overcome contemporary mobility and access challenges in cities of the Global
South