C A P E T O W N - S O U T H A F R I C AC A P E T O W N - S O U T H A F R I C A

REINFORCING THE EASTERN EDGE OF THE CITYREINFORCING THE EASTERN EDGE OF THE CITYCREATING A NEW POWERFUL CENTRALITYCREATING A NEW POWERFUL CENTRALITY

CONTACT:Annemarie Brinksma - anbrinksma@hotmail.com

Studio SPACELABResearch laboratory for the contemporary city

MENTOR TEAM:Dr. Ir. S.A. Read Urban Renewal & ManagementIr. A.G. Vollebregt Urban Renewal & ManagementIr. W.G.A. Hermans Urban DesignIr. R.G.P. van den Berg Metropolitan and Regional Design

EXTERNAL COMMITTEE:Dr. Ir. M.C. Stellingwerff

Department of UrbanismDelft University of Technology

C A P E T O W N - S O U T H A F R I C A

REINFORCING THE EASTERN EDGE OF THE CITY CREATING A NEW POWERFUL CENTRALITY

Graduation thesis for the MSc UrbanismBy Annemarie BrinksmaFebruary 2009

To be submitted to the Department of Urbanism, Urban Transformation laboratory, Spacelab studio at the Delft University of Technology, as one of the requirements for the fullfi llment of the degree of Master of Science in Architecture, Urbanism, and Building Sciences, specialized in the fi eld of Urbanism.

This thesis forms the end result of my graduation project ‘Cape Town - Reinforcing the Eastern edge of the city, cre-ating a new powerful centrality’. I am very grateful that the Spacelab studio off ered me (and my Spacelab colleagues) to work on the beautiful city of Cape Town.

The working process would not become towards a succesful completion without my mentors Stephen Read, Willem Her-mans, Rogier van den Berg and Alexander Vollebregt. Thank you for all the criticism, support and advise during my work-ing process! Martijn Stellingwerf, thank you to be the exter-nal committee for our Cape Town group at the P2, P4 and the P5 presentations. The people who made it possible for us to go on the fi eld trip to Cape Town and also the people from Cape Town who helped us during our fi eld trip in Cape Town, thank you!

I would also like to thank my Spacelab collegueas (Duo, Lil-iane, Santi, Shu, Sigit, Stella, Wei and Winonah) for all the mo-ments we worked, discussed and spent together. We worked together on the fi rst parts of the city analyses and research, we went together to Cape Town, we worked on the African Perspectives Exhibition and we went out for dinner after the hard working periods.

Further more I would like to thank my parents that they made it possible for me to do this Urbanism master at the TU Delft after completing my bachelor study at the Hanzehoge-school Groningen, and for their mental support during this complete process.

Andries, last but not least I would like to thank you for your support and patience during this whole process. I know it was not easy to live with me, I was always busy with this proj-ect!

ACKNOWLEDGEMENTS

SantiSanti WinonahWinonahSigitSigit

AnnemarieAnnemarie

StellaStella

WeiWei ShuShu DuoDuoLilianeLiliane

AlexAlex AnthonyAnthony

ACKNOWLEDGEMENTS

CONTENT

PREFACE

INTRODUCTION

PROBLEM DEFINITION

CAPE TOWN 2050

STRATEGY

DESIGN

REFLECTION

BIBLIOGRAPHY

APPENDIXTheory Paper - Cities: movement and connection

CONTENTCONTENT

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The infrastructure network and urban development are two factors which can not be seen separately if it comes to the development of cities . City development always start along important rivers, harbour, railway lines and roads and these fi rst patterns are mostly still visible within these cities. Cape Town is not an exception within this, the development of the city started with a settlement around the harbour and the later expansion of the urban areas are located along impor-tant roads. Later on during the Apartheid period (1948-1994), the government forced the coloured and black people to live separately from the white people within townships. The rail-way network was very important for these people as a main mode of transport. After the downfall of this Apartheid gov-ernment, the railway line is still important for the inhabitants of the townships to move within the city and the station lo-cations became also very important to locate activities.

An infrastructure network within a city also identifi es how attractive a location, or even the city itself, can be to settle for companies and residents. A good connection with the higher and lower scale infrastructure network is essential to make a location attractive, not only for the surrounding neighbour-hood but also for the bigger region. A location without these good connections are not attractive and will stay behind.

The eff ect of the current infrastructure network within Cape Town is that there are powerful attractive areas along im-portant infrastructure lines and nodes, but also unattractive, almost empty areas with a bad connection towards the rest of the city. How to deal to make these empty unattractive ar-eas attractive? Will a change within the infrastructure system help to get such an area within the picture to locate activi-ties?

The development process of such a project will take decades, and the development of Cape Town is very unpredictable. This thesis will give a handout towards the people who will be involved with the realisation of this project, with the most important ingredients included to make this a succesful in-tervention.

PREFACE

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INTRODUCTIONINTRODUCTION

Cape TownCape TownCity City

2.499 km22.499 km22,9 million inhabitants2,9 million inhabitants

South AfricaSouth AfricaCountryCountry

1.221.037 km21.221.037 km244,8 million inhabitants44,8 million inhabitants

Western CapeWestern CapeProvinceProvince

129.370 km2129.370 km24,8 million inhabitants4,8 million inhabitants

AfricaAfricaContinentContinent

30.221.532 km230.221.532 km2922 million inhabitants922 million inhabitants

CAPE TOWN LOCATEDCAPE TOWN LOCATED

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PICTURING CAPE TOWN: IMPRESSION OF THE TOURISTIC SIDEPICTURING CAPE TOWN: IMPRESSION OF THE TOURISTIC SIDE

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PICTURING CAPE TOWN: IMPRESSION OF THE ‘OTHER’ SIDEPICTURING CAPE TOWN: IMPRESSION OF THE ‘OTHER’ SIDE

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1800-1850Great Trek and the Gold rush create fi rst

National roads to the east

1850-1900First railway 1862

1900-1948

East LondonPort Elizabeth

1650-1683Arrival of the Dutch 1652

1683-1700French men arrived 1688 Wine industry fl ourished

1700-1750

1750-1800British take over the Cape in 1788

1948-1994Apartheid period

HISTORICAL DEVELOPMENT OF CAPE TOWNHISTORICAL DEVELOPMENT OF CAPE TOWN

Cape Flats

The urbanisation development of Cape Town started in 1652 with the arrival of the Dutchman Jan van Rie-beeck and his men at the port. It is clear from the historical maps that Cape Town developed through the centuries, towards the Southern and Eastern direction along important infrastructure lines.

During the Apartheid period (1948-1994), the government forced the black and coloured people to live separate from the white people, and moved these people towards new townships in the Cape Flats.

After the downfall of the Apartheid government in 1994 everybody is al-lowed again to live where they want, but the eff ects of the Apartheid peri-od are still very visible in Cape Town. 2000

N2

N1

N7

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ethnicity employment rate

population number population density

Coloured

Ethnicity distribution

White

Black

WhiteWhite

BlackBlack

ColouredColoured

ETHNICITY AND MOBILITYETHNICITY AND MOBILITY

Source: South African National Census, 2001

Total: 2,9 million inhabitants

STATISTICS : MODE OF TRANSPORTATION TO WORK/ SCHOOL BY ETHNICITY

White Coloured Black

By car as a driver 183562 104411 16545By car as a passenger 90625 113759 29614By minibus/taxi 6300 118462 57668By bus 6745 60989 49882

By train 10616 87983 96351

source: http://web.capetown.gov.za/eDocuments/Mode_of_Transport_(City_-_2001_Census)_2272003115321_364.htm

DEMOGRAPHIC FIGURESDEMOGRAPHIC FIGURES

CarCar

TrainTrain

Bus and minibusBus and minibus

The latest demographic statistics, which are known at this moment, are from 2001. Cape Town had 2,9 million inhabitants, but the number of inhabitants grow very fast and the assumption is that this number has already grown.

Around half of the population in Cape Town has a coloured ethnicity (48,1%). The highest population number lives in the Cape Flats, where also the highest popula-tion density can be found.

The highest unemployment can be found back within the black townships. This is an eff ect of that the most of the people have a low education degree, or even don’t have an education degree.

From the demographic fi gures it is clear that there is still a big distinction in where people from diff erent races live, which is still an ef-fect from the apartheid period. The white ‘banana’ is the area where government and companies want to invest in. The black zone is still a zone of poverty without many invest-ment of government and companies (David Schmidt during his lecture in Cape Town)

This is also visible in the circumstances where people live in and the mode of transport they use to go to work and school. From the statistics and our trip to Cape Town, we see that white people use the car as their main mode of transport. The coloured people use the bus and minibus/ taxi as their main mode of transport. The black people use the train as their main mode of transport, which is also the cheapest mode of transport in Cape Town.

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Source: www.safarinow.com/destinations/south-africa/map.spx?a=3002&skin=49

TOWARDS:

MOVEMENT PATTERNS - BY CAR

As we already saw from the numbers, the white people use the car as their main mode of transport to move within the city. The car gives them freedom to go where they want, and to avoid places where they don’t want to go. Their main destinations are shown in the map on the left page, and contain the locations of the offi ces where they work, the shopping mall for their goods and the golf course or other sport facilities where the white people in participate.

The main roads used by car drivers, are the highways and the metropolitan roads to go fast from A to B. The N1 highway is also an important connection towards Johannesburg, and the N2 goes along the coast to the North-East of South Af-rica. The N2 is also an important migra-tion route towards Cape Town from other parts of South Africa and other countries in Africa. The metropolitan road M4 is an important route from the city centre to-wards the Southern suburbs.

N2

N1

M4

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TOWARDS:

Epping Industria Epping Industria

Source: www.sa-transport.co.za/trains/maps/SA-Railmap3.pdf

MOVEMENT PATTERNS - BY TRAIN

The black people are the main users of the trainsystem in Cape Town. They go to their work with the train, and choose this mode of transportation because it is the cheapest public transport mode. It is also the most unsafe mode of public transport, because there is a relative high number of crime within the trains. The train is a very rigid system and can bring the passengers only from station to sta-tion, from where the passengers have to walk or take another kind of public trans-port to reach their destination.

Most of the trainusers come from Khayelitsha and Mitchells Plain and travel to Epping Industria, Bellville and the City Centre where they work. These people work mostly in a factory or have an infor-mal market stall at important infrastruc-ture nodes. Claremont and Wynberg are important station locations to do shop-ping at the informal market.

Montague Gardens is also a township where black people live, and these peo-ple also use the train towards their work or shopping location.

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TOWARDS:

MOVEMENT PATTERNS - BY BUS AND MINIBUS

The coloured people are the main users of the bus and minibus/taxi system. The system is more fl exible than the trainsys-tem, although every bus and minibus has its own route scheme. The scheme covers many areas from the city and the system is faster in comparison with the train, if you have to you somewhere without a trainstation. Travelling with the bus and minibus is more expensive than travel-ling with the train.

The bus and minibus uses all scales of the road system, and allow people to move quite fl exible through the city to go to their work, to family and friends, to do shopping and go to places where they can recreate.

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FORMAL AND INFORMAL ACTIVITIESFORMAL AND INFORMAL ACTIVITIES

The infrastructure network is an important factor for the location of activities. From our research, before going to Cape Town and during the trip in Cape Town, we can see that activities are lo-cated along important infrastructure lines and infrastructure nodes like streets and train sta-tions. These lines and nodes are connected with the higher and lower scale infrastructure net-work, which makes these locations interesting for people from the neighborhood and people from other parts of the city.

There are diff erent scales of activities within the city, from neighborhood scale to city scale and even regional scale. The location of the activities and the connection with the diff erent scales of the infrastructure network are important factors for people to visit the activity location. Activities along a middle scale road with good connections to smaller scale roads and higher scale roads will be visited sooner by people from other parts of the city, than when an activity is located along a local road or square with less connections to the higher scale infrastructure network.

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CENTRALITIESCENTRALITIES

A cluster of diff erent activities has the possibility to grow out as a centrality. The location along the ‘right’ infrastructure lines is very important for a successful centrality, also the con-nectivity throughout the diff erent scales of networks and the movement process from the visitors within the area.

The most important centralities recognised during the trip in Cape Town are:

- City Centre- Claremont and Wynberg- Voortrekker Road- Bellville- Athlone- Gugulethu, Philippi, Nyanga- Mitchells Plain- Khayelitsha

These centralities are all diff erent from each other in scales and with diff erent kind of activities, but they are all very im-portant for their visitors.

CITY CENTRE

CLAREMONT & WYNBERG

ATHLONE

VOORTREKKER ROAD

BELLVILLE

GUGULETHU, PHILIPPI, NYANGA

MITCHELLS PLAIN

KHAYELITSHA

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PROBLEM DEFINITIONPROBLEM DEFINITION

MONOCENTRAL -> POLYCENTRALMONOCENTRAL -> POLYCENTRAL

Cape Town is a very monocentral city at this moment, with the city centre as the most powerful centrality. Other centralities are already there, but to speak about a shift to-wards a polycentral city is too early. Most of the centralities are local orientated, and it is hard to turn them into larger scale centralities within the current system. To make Cape Town a polycentral city, it is necessary that centralities be-come attractive to visit for people from other areas and larger scale orientated.

Monocentral with other centralities not very visible Polycentral with equal centralities

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Car

Train

Bus & minibus

INFRASTRUCTURE ORIENTATIONINFRASTRUCTURE ORIENTATION

Centralities and activities along Centralities and activities along important infrastructure linesimportant infrastructure lines

As already concluded before, activities and cen-tralities are located along important infrastruc-ture lines and nodes. The metropolitan road and railway structure in Cape Town has now a very radial orientation towards the city centre, visible in the small pictures. The city centre is from his-torical reasons the most important location in the city and many people work there.

The most important road lines, the N1, N2 and M4 are all orientated towards the city centre. Many car users go there to work and to do their shoppings.

The railway line also has a radial orientation at this moment. Passengers from Khayelitsha and Mitchells Plain always have to go fi rst in the di-rection of Epping Industria to go somewhere else in Cape Town, this causes a long traveltime and travel distance. The trains from the direction of Claremont and Wynberg go in the direction of the city centre, which is also the case with trains from te direction of Bellville.

There is no real orientation visible within the bus and minibus scheme,, because these systems use the medium and small scale roads between and in neighborhoods.

N2

N1

M4

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DEVELOPMENT OF CENTRALITIESDEVELOPMENT OF CENTRALITIES

BELLVILLE

KHAYELITSHA

No good infrastructure connection between Bellville and KhayelitshaNo good infrastructure connection between Bellville and Khayelitsha

An eff ect of the radial infrastructure system in Cape Town is that there are holes in the urban development, the development of activities and the development of centrali-ties.

The most important hole in the infrastructure system can be found back within the Eastern edge of Cape Town. The middle scale road system is not strong enough and don’t have good connections with smaller scale roads, which is a reason for compa-nies to not locate there.

Another factor is that there is not a good North- South infrastructure line beween Bellville and Khayelitsha. A strong infrastructure node like a station, is missing in the area and stations are also important locations for companies.

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CAPE TOWN 2050CAPE TOWN 2050

CAPE TOWN 2050CAPE TOWN 2050

Cape Town will make in the period between now and 2050 a defi nitive shift from a monocentral city orientated on the city centre, towards a polycentral city with more strong centralities. These centralities will become visible within the city and more equal to the city centre, and possibilities needs to be created for the development of new centrali-ties.

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CAPE TOWN 2050CAPE TOWN 2050

The polycentral city of Cape Town in 2050 will give many pos-sibilities for the development of new centralities. There is a gap at this moment in the urban development and the de-velopment of centralities at the Eastern edge of Cape Town. The development of Cape Town towards a polycentral city will give the area at the Eastern Edge of Cape Town a chance, with possibilities for the development of new activities there around a new inportant North-South infrastructure corridor and urban development around these activities, to grow out as a new powerful centrality.

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CAPE TOWN 2050CAPE TOWN 2050

To reach the goal of a polycentral Cape Town in 2050, there need to become a shift in the infrastruc-ture orientation. Nowadays, the orientation of the infrastructure network is radial towards the city centre. To give the Eastern edge of Cape Town the possibilities to develop a new centrality there, the grid has to be strenghtened and completed there.

The road network at the Eastern Edge has some important gaps, and there is also a North-South railway line missing. With strengthening the network, nodes and streets will become attractive for people and companies to locate there.

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STRATEGYSTRATEGY

Source: http://en.wikipedia.org/wiki/File:Kalk_Bay_Station_3.jpgSource: http://en.wikipedia.org/wiki/File:Kalk_Bay_Station_3.jpg

MAIN INTERVENTIONMAIN INTERVENTION

The main intervention for the realization of a stronger Eastern edge of Cape Town is to create two North-South railway lines.

The Eastern railway line between Khayelitsha and Bellville will be realized fi rst. This railway line has as a goal to work as a cor-ridor for urban development.

The railway line between Mitchells Plain and Khayelitsha is an old cargo line, but this one will get a new life and will be made suitable for public transport and become connected to the ex-isting railwayline towards Mitchells Plan and Khayelitsha.

KHAYELITSHA - BELLVILLE

MITCHELLS PLAIN - BELLVILLE

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Bellville

Bontheuwel

Khayelitsha

24 min

33 min

4 à 5 min transfer time

Khayelitsha - Bellville: 1 hour and 2 minutes Bellville - Khayelitsha: 1 hour and 9 minutes

Travel distance: around 40 km

22 min

31 min

16 min transfer time

CURRENT SITUATIONCURRENT SITUATION

The big problem of the current connection between Bellville and Khayelitsha is that passengers always have to change train at Bontheuwel station. The transfer time of 4 à 5 minutes at Bontheuwel station when passengers going from Khayelitsha to Bell-ville is a normal time for people go change trains. When passengers going from Bellville to Khayelit-sha the transfer time at Bontheuwel station is 16 minutes, which is quite long. The travelling distance over this route is around 40 kilometers, however the straight distance between Bellville and Khayelitsha is around 14 kilometers. This is a big diff erence and for the passengers between Bellville and Khayelit-sha, it would be better if the travelling time and dis-tance can become shorter.

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Nolungile

Nonkqubela

Khayelitsha

Bellville

TO CAPE TOWN FROM CAPE TOWN Station No. of Boarding Station No. of Boarding Passengers All Day Passengers All Day

Philippi 16 151 Cape Town 59 316Nonkqubela 14 940 Mutual * 28 173Khayelitsha ** 14 666 Salt River * 23 230Nolungile 14 566 Bonteheuvel 20 920Bellville * 13 608 Bellville * 15 744Langa 12 404 Maitland 13 647Nyanga 11 482 Langa 11 189Heideveld 11 325 Pinelands * 10 310Retreat 9 630 Woodstock 8 623Mitchells Plain 9 233 Philippi 7 192

TOTAL 128 005 TOTAL 198 344

* Stations where passengers board trains after transferring from other trains

** In the morning peak, many passengers board to the train to Cape Town at Nonkqubela and Nongile travel-ling in the direction of Khayelitsha in order to secure a seat. They remain seated when the train turns around at Khayelitsha, thus disording the number of passengers boarding at all three stations.

Source: Public transport plan, draft for public consultation, June 2006

Metrorail train

The current railway system in Cape Town is the commuter rail. This is a rail service between central busi-ness districts and commuter towns or other locations that draw large numbers of people on a daily basis. The trains providing such services may be termed commuter trains (source: wikipedia - metrorail). The stations from Khayelitsha and Bellville can be found back in the top 10 from the biggest number of pas-sengers per day who go in the direction of Cape Town for work or other aims. During the morning peak (between 6.00 -9.00) 41% of the total amount of trainusers will go to their destination, and during the afternoon peak (16.00 - 19.00) 32% of the total amount of train users will return to their home destination ( public transport plan, June 2006, pg 36). This means that there can occur overcrowding in the trains dur-ing these peak hours.

AMOUNT OF TRAIN USE PER DAY - SITUATION 2006AMOUNT OF TRAIN USE PER DAY - SITUATION 2006

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Khayelitsha

Bellville

Bellville

Amount of passengers per day towards Cape Town (2006): 13 608Amount of passengers per day towards other directions (2006): 15 744

Approximately 5 000* passengers per day will use the new light rail system. In Bell-ville, car use is the main mode of transport between home and work.

Bellville station is a station where train users transfer between trains to go to their destination, so the assumption is that the passengers from Bellville will be people who come from other areas.

Khayelitsha

Total amount of passengers per day (2006): 44 172

The amount of passengers from Khayelitsha will become doubled to approximate-ly 90 000* passengers per day, when the new sytem is ready for use. Within the area between Bellville and Khayelitsha, there will be more job opportunities created for people with a low education grade.

* These numbers are assumptions, it is hard to say how many people will actually use the new system when it is realized

Source current numbers: Public transport plan, draft for public consultation, June 2006

ASSUMPTION OF THE AMOUNT OF TRAIN USE PER DAYASSUMPTION OF THE AMOUNT OF TRAIN USE PER DAY

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KHAYLITSHA - BELLVILLEaround 17 km -> 35 min

MITCHELLS PLAIN - BELLVILLE around 18,5 km -> 35-40 min

KHAYLITSHA - BELLVILLEaround 21 km -> 40 - 45 min

TRAVEL DISTANCE AND TRAVEL TIME OVER THE NEW RAILWAY TRACKTRAVEL DISTANCE AND TRAVEL TIME OVER THE NEW RAILWAY TRACK

When the new railway lines are ready to operate, the traveltime and distance for passengers be-tween Khayelitsha/ Mitchells Plain and Bellville will become signifi cant shorter, from around 40 km to around 17 km. The dis-tance between Khayelitsha and Bellville, when travelling over the former airport line, will be a bit longer. These lines all off er a North-South connection with high potentials for development around the stations.

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A possibility for expansion of the new railway line is to continue the railway A possibility for expansion of the new railway line is to continue the railway

track from Khayelitsha to Strand - Somerset Westtrack from Khayelitsha to Strand - Somerset West

Railway tracks will be realized in Railway tracks will be realized in two phasestwo phases::

Eastern RailwayEastern Railway track start:track start: 20102010

Western RailwayWestern Railway track start:track start: 20302030

Public transport system : hybrid lightrail

Lightrail is faster than a tram, but less heavy and cheaper than a train (wikipedia)

Hybrid lightrail has a higher average speed and involves adjustments enabling the vehi-cles to share the traditional railway line and railway safety systems locally.

Example of lightrail trains from the RandstadRail in NL Example of lightrail trains from the RandstadRail in NL Source: wikipediaSource: wikipedia

Factsheet hybrid lightrail system

Average speed: 30 km/h System length: to 40 kmMaximum capacity: 6 000 persons / hour in one direction

Source: Bach, B 2006, Urban design and traffi c - a selection from Bach’s toolbox

Railway will be elevated

RAILWAY TRACK PROJECTED IN THE METROPOLITAN INFRASTRUCTURE NETWORKRAILWAY TRACK PROJECTED IN THE METROPOLITAN INFRASTRUCTURE NETWORK

The new railway lines will play an impor-tant role within the metropolitan rail-waysystem, an extension is possible from Khayelitsha towards Somerset West. The new railwaylines will become the fi rst where the lightrail train will run over. The system length is good, but the trains might become overcrowded during the peak hours.

The building process of the Eastern rail-way line will start in 2010 and the railway line gets elevated, because it is not un-thinkable that heavy trains will take over in the future. The pedestrians in the area can walk safely on ground fl oor level, and the train is no barrier for crossing the rail-way track. The space under the railway track can be left open, but shops can also located there. The rebuilding of the former airport railway line will start after 2030, when the airport is moved towards the Northernside of Cape Town.

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MAIN ROAD STRUCTURE - EXISTINGMAIN ROAD STRUCTURE - EXISTING

The railway system is not the only infra-structure mode which will be renewed and expanded, the road system is also very important to become renewed on metropolitan scale.

The current situation of the road network at the Eastern edge has a lot of gaps with-in the connections in the area. There are a few connections towards the bigger scale roads, but that also needs to become bet-ter. The smaller scale is not visible on this map, but there are not much build up areas, so this also needs to become de-veloped.

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Completing the missing links -> a GRID STRUC-TURE appears

MAIN ROAD STRUCTURE - MISSING LINKSMAIN ROAD STRUCTURE - MISSING LINKS

The strategy for the development of the road system is to complete the ‘missing’ links. These ‘links’ are connections be-tween stopped roads. The road system will become continuous, and the connec-tions with the larger scale roads will also become better.

With the completion of the missing links, a grid structure will appear, which is one of the goals to reach in 2050 for a polycen-tral city. This grid structure will give the opportunity to the area to develop in dif-ferent ways.

Strengthen the grid: a goal for 2050Strengthen the grid: a goal for 2050

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Realization phase 1 starts 2010

Realization phase 2 starts after 2030

MAIN ROAD STRUCTURE - NEWMAIN ROAD STRUCTURE - NEW

The improvement of the road system will take place in two phases, like the realisa-tion of the railway lines. Phase 1 will be the roads in the area around the Eastern railway line. This realisation phase will start in 2010 at the same time as the start of the building of the railway track, and will be fi nished approximately fi ve years later. Phase 2 will start after 2030 when the airport moves towards the Northern side of Cape Town, and will be the road conections over the former airport area. Phase 2 of the improvement of the in-frastructure network will be fi nished ap-proximately 5 years after the start of the building process.

The road system will get better connec-tions within the area and the connections with other areas will also be improved. The connections with the larger scale will also be improved, and the system gives also chances for good connections with the lower scale.

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NEW INFRASTRUCTURE NETWORK WITHIN THE METROPOLITAN SCALENEW INFRASTRUCTURE NETWORK WITHIN THE METROPOLITAN SCALE

The infrastructure network will become stronger after the completion of the infra-structure network. Two North South rail-way lines will provide faster connections between Mitchells Plain and Bellville and Khayelitsha and Bellville. The railway lines themselves will work as a development corridor for new activities.

The road structure will provide better connections within the area and between other areas in Cape Town.

The connection between railway and road will also become important. The rail-way stations will become located along main roads and important as transfer lo-cations between road based public trans-port and the train.

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DEVELOPMENT OPPORTUNITIESDEVELOPMENT OPPORTUNITIES

The fi rst locations where road based public transport and public transport by train will come together are the train sta-tions along the Eastern railway line. For this reason, it is also the area which will be showed in the design section of this booklet.

These station locations form the main lo-cations within the area, and have many opportunities for development. A fi rst important opportunity is the fact that these station locations are important for the interchange between road based public transport and public transport by train. These station locations are also at-tractive for companies to locate, because many low educated employees come by train and these locations are also good accessble by car and trucks. With the dif-ferent fl ows of people going towards and from the stations, these stations are also an attractive location for new activities like markets and shops.

If the interchange between the move-ment fl ows from and towards the station and the diff erent activities work well, these station areas have the potential to grow out towards important centralities.

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N1

N7

M7

M10R300

R101

R102

N2

Spatial layeringSpatial layering

N2

N1

N7

M7

N2

M10

R300

R101

R102

ActivitiesActivities

Voortrekker Road locationVoortrekker Road location

Big picture: Impression of Voortrekker RoadSmall pictures: Car shop, factory toy shop, electronic equipment shop and formal retails

EXAMPLE SUCCESSFUL CENTRALITY -> VOORTREKKER ROADEXAMPLE SUCCESSFUL CENTRALITY -> VOORTREKKER ROAD

Voortrekker Road is a road with historical importancy, it is one of the fi rst roads built in Cape Town. This historical pattern is still visible, many streets on a higher and lower scale are con-nected with Voortrekker Road. This means that it is relative easy to come on Voortrekker Road from the highway N1 and the residential streets within the surrounded neighborhoods. This attract many functions to locate at Voortrekker Road. From the beginning towards the end of Voortrekker Road, many diff er-ent scales of shops are located there. These shops are attracting people from the whole city to do their shoppings.

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Spatial layeringSpatial layering

M3

M5Lansdowne Road

Wynberg train station

M5

ActivitiesActivities

M3

Cavendish Square

Wynberg train station

Lansdowne Road

M5

M5

Claremont & Wynberg Location

Big picture: Impression from the air towards Claremont and WynbergSmall pictures: Dwelling in Claremont, Cavendish Square shopping centre, Wynberg formal retail and informal retail near Wynberg Station

EXAMPLE SUCCESSFUL CENTRALITY -> CLAREMONT AND WYNBERGEXAMPLE SUCCESSFUL CENTRALITY -> CLAREMONT AND WYNBERG

The reason that Claremont and Wynberg are important for peo-ple to go is the M4 (metropolitan scaled road). The M4 forms an important route from the City Centre of Cape Town towards the Southern suburbs and Simon’s Town, and is like Voortrekker Road also one of the fi rst important roads built in Cape Town. The M4 is also good connected with the surrounding neighbor-hoods. Diff erent scales of shops are located along this route, and also a big shopping mall named Cavendish Square is lo-cated there.

Not far from the road, the railway line between the City centre of Cape Town and Simon’s town is situated there. Wynberg station forms an important location for people from the Cape Flats to do their shoppings. The station is located not far from Lansd-owne road, which is an important route between Wynberg and the Cape Flats. The main activity at the station is the informal market.

76 77

78 79

DESIGNDESIGN

220.000 inhabitantsSource: South African National Census 2001

CURRENT SITUATION AREACURRENT SITUATION AREA5 km

9 km

Total area is around 45 km2

Khayelitsha

Delft

Kuilsrivier

BlackheathIndustria

Mfuleni Blue Downs

Eersterivier

Reference: house Bellville South

80 81

MIXED USE ZONE - PERSPECTIVE 2050MIXED USE ZONE - PERSPECTIVE 2050

The current situation of the Eastern edge is that there is not The current situation of the Eastern edge is that there is not much dense urban development, visible at the previous much dense urban development, visible at the previous pages. The perspective for 2050 is that with the improve-pages. The perspective for 2050 is that with the improve-ment of the metropolitan infrastructure network, opportu-ment of the metropolitan infrastructure network, opportu-nities are created for the development of new centralities nities are created for the development of new centralities around the train stations at both railway lines. around the train stations at both railway lines.

The Eastern railway line and the area there will be the fi rst The Eastern railway line and the area there will be the fi rst with the development of new activities, and the main goal with the development of new activities, and the main goal for this area is to develop a centrality with working places for this area is to develop a centrality with working places and job opportunities for the lower educated inhabitants and job opportunities for the lower educated inhabitants of Cape Town and attractive activities on diff erent scale to of Cape Town and attractive activities on diff erent scale to attract people from a larger scale. attract people from a larger scale.

82 83

The infrastructure network forms the underground for the de-The infrastructure network forms the underground for the de-velopment of the area. The grid structure is chosen to imple-velopment of the area. The grid structure is chosen to imple-ment ment for the local scale of the infrastructure networkfor the local scale of the infrastructure network. The ad-. The ad-vantage of the grid structure is that fl exible development of vantage of the grid structure is that fl exible development of the area is possible, which makes it easier to make changes in the area is possible, which makes it easier to make changes in the building structure without the need of big changes within the building structure without the need of big changes within the infrastructure network. The building structure can easily the infrastructure network. The building structure can easily develop from small separate houses towards a closed build-develop from small separate houses towards a closed build-ing block.ing block.

The size of the grid is based on what Kusumo (2007) wrote The size of the grid is based on what Kusumo (2007) wrote in her thesis ‘Railway station, centres and markets’ about a in her thesis ‘Railway station, centres and markets’ about a reseach of Arnis Siksna from 1998 that “small square blocks, reseach of Arnis Siksna from 1998 that “small square blocks, of about 60-80m, perform better than larger blocks because of about 60-80m, perform better than larger blocks because they produce fi nermesh circulation patterns, more potential they produce fi nermesh circulation patterns, more potential frontages, more coherent block fabrics and fi nergrained, con-frontages, more coherent block fabrics and fi nergrained, con-tinuous urban fabrics, and both low- and highrise buildings.”tinuous urban fabrics, and both low- and highrise buildings.”

MIXED USE ONE - NEW INFRASTRUCTURE NETWORKMIXED USE ONE - NEW INFRASTRUCTURE NETWORK

Development grid over decades

84 85

Amount of functions:Amount of functions:

Working places -> 205 haWorking places -> 205 haResidential: high density -> 60 haResidential: high density -> 60 haResidential medium density -> 100 haResidential medium density -> 100 haResidential low density -> 190 haResidential low density -> 190 ha

The current amount of inhabitants within the whole The current amount of inhabitants within the whole area is 220.000. The assumption is that the area will get area is 220.000. The assumption is that the area will get around 150.000 extra inhabitants in the formal resi-around 150.000 extra inhabitants in the formal resi-dential areas. It is diffi cult to say something about the dential areas. It is diffi cult to say something about the informal area South of the formal new area.informal area South of the formal new area.

The assumption is that around 10.000 new job oppor-The assumption is that around 10.000 new job oppor-tunities will be created within the manufacture facto-tunities will be created within the manufacture facto-ries and the diff erent kinds of shops along the railway ries and the diff erent kinds of shops along the railway and roads. The expectation is that not only inhabitants and roads. The expectation is that not only inhabitants will work in these fctories and shops, but also people will work in these fctories and shops, but also people from other areas who come by train and other kinds from other areas who come by train and other kinds of transport. of transport.

MIXED USE ZONE - ZONING FUNCTIONSMIXED USE ZONE - ZONING FUNCTIONS

86 87

MIXED USE ZONE PROJECTED WITHIN THE AREAMIXED USE ZONE PROJECTED WITHIN THE AREA

The current situation shows that the area has not a very dense The current situation shows that the area has not a very dense urban development. There are a lot of open spaces visible. urban development. There are a lot of open spaces visible.

Projecting the zoning plans for the mixed use zone within the Projecting the zoning plans for the mixed use zone within the scale of the Eastern Area, it is visible that the mixed use zone scale of the Eastern Area, it is visible that the mixed use zone is situated between a green/blue strip and the industrial zone is situated between a green/blue strip and the industrial zone of Blackheath Industria. of Blackheath Industria.

The green/blue zone stays undeveloped when talking about The green/blue zone stays undeveloped when talking about building development, but can become a recreational area building development, but can become a recreational area for the inhabitants and the wider region. Blackheath Industria for the inhabitants and the wider region. Blackheath Industria will develop more towards an industrial zone more orientated will develop more towards an industrial zone more orientated on food and drinks coming from the winelands of Stellenbo-on food and drinks coming from the winelands of Stellenbo-sch, and provide also job opportunities. The mixed use area sch, and provide also job opportunities. The mixed use area will also create job opportunities and commercial activities will also create job opportunities and commercial activities around the roads towards the station, and has a good connec-around the roads towards the station, and has a good connec-tions with the residential areas within the area and the wider tions with the residential areas within the area and the wider region of Cape Town. region of Cape Town.

Current area

88 89

RESIDENTIAL AREA - PRINCIPLE HIGH DENSITYRESIDENTIAL AREA - PRINCIPLE HIGH DENSITY

impressions of a high density residential street impressions of a high density residential street Plan and cross-sections high density residential streetsPlan and cross-sections high density residential streets

Development of the street over decades

Phase 1 : After 10 years (2020)

Phase 2 : After 20 years (2030)

Phase 3 : After 40 years (2050)

90 91

impressions of a medium density residential street impressions of a medium density residential street Plan and cross-sections medium density residential streetsPlan and cross-sections medium density residential streets

RESIDENTIAL AREA - PRINCIPLE MEDIUM DENSITYRESIDENTIAL AREA - PRINCIPLE MEDIUM DENSITY

Development of the street over decades

Phase 1 : After 20 years (2030)

Phase 2 : After 30 years (2040)

Phase 3 : After 40 years (2050)

92 93

impressions of a low density residential street impressions of a low density residential street Plan and cross-sections low density residential streetsPlan and cross-sections low density residential streets

RESIDENTIAL AREA - PRINCIPLE LOW DENSITYRESIDENTIAL AREA - PRINCIPLE LOW DENSITY

Development of the street over decades

Phase 1 : After 30 years (2040)

Phase 2 : After 35 years (2045)

Phase 3 : After 40 years (2050)

94 95

STELLENBOSCH ARTERIAL ROAD STATIONSTELLENBOSCH ARTERIAL ROAD STATION(assumption of 60.000 users per day)(assumption of 60.000 users per day)

BUTTSKOP ROAD STATIONBUTTSKOP ROAD STATION(assumption of 20.000 users per day)(assumption of 20.000 users per day)

HINDLE ROAD STATIONHINDLE ROAD STATION(assumption of 40.000 users per day)(assumption of 40.000 users per day)

The asumption of passenger numbers earlier in the booklet The asumption of passenger numbers earlier in the booklet shows that this new train line will get around 45.000 users shows that this new train line will get around 45.000 users per day from Khayelitsha and around 5.000 passengers per per day from Khayelitsha and around 5.000 passengers per day from Bellville to go to their work or to one of the shop-day from Bellville to go to their work or to one of the shop-ping possibilities around the stations. The assumption is that ping possibilities around the stations. The assumption is that 70.000 people from this area will use the train line every day. 70.000 people from this area will use the train line every day. This is alsmost half of the population who live here. They will This is alsmost half of the population who live here. They will use the train to go to their work in the direction of Bellville or use the train to go to their work in the direction of Bellville or for doing their shopping. This means that a total of 120.000 for doing their shopping. This means that a total of 120.000 people per day who will use this line and the three stations people per day who will use this line and the three stations to go on and off the train, and to change towards the bus or to go on and off the train, and to change towards the bus or minibus to go somewhere else.minibus to go somewhere else.

The three stations in the area are Stellenbosch Arterial Road The three stations in the area are Stellenbosch Arterial Road station with 60.000 passengers per day, Buttskop Road Station station with 60.000 passengers per day, Buttskop Road Station with 20.000 passengers per day and Hindle Road station with with 20.000 passengers per day and Hindle Road station with 40.000 passengers per day. To give and idea of the numbers, 40.000 passengers per day. To give and idea of the numbers, Stellenbosch Arterial Road station is comparable with a day at Stellenbosch Arterial Road station is comparable with a day at Leiden Central Station in the Netherlands.Leiden Central Station in the Netherlands.

COMPARISON: Leiden Central Station (NL) -> COMPARISON: Leiden Central Station (NL) -> 57.318 users per day (2005)57.318 users per day (2005)Source: http://www.treinreiziger.nl/punctualiteit/instappen.phpSource: http://www.treinreiziger.nl/punctualiteit/instappen.php

Source: http://farm3.static.fl ickr.com/2181/1641919756_810adc68b8.jpg?v=0com/2181/1641919756_810adc68b8.jpg?v=0

STATIONSSTATIONS

96 97

WORKING PLACES

WORKING PLACES

COMMERCIALCOMMERCIAL

TRAIN USERS -> WALK TOWARDS TRAIN USERS -> WALK TOWARDS THE WORKING PLACES FROM THE THE WORKING PLACES FROM THE STATIONSTATION

CAR USERS -> TAKE THE ROUTECAR USERS -> TAKE THE ROUTEALONG THE SHOPS AND STOP ALONG THE SHOPS AND STOP THERETHERE

STELLENBOSCH ARTERIAL ROAD STATION AREASTELLENBOSCH ARTERIAL ROAD STATION AREA

Zoning

Movement assumption

Stellenbosch Arterial Road station is the location on Stellenbosch Arterial Road station is the location on which the further zooming in takes place. There is a which the further zooming in takes place. There is a clear zoning visible within this area. The work locations clear zoning visible within this area. The work locations will be zoned around the railway line and the North-will be zoned around the railway line and the North-South roads and the commercial functions will become South roads and the commercial functions will become located around the Stellenbosch Arterial Road and the located around the Stellenbosch Arterial Road and the train station. A rough assumption of the movement train station. A rough assumption of the movement pattern will be that the passengers from the train will pattern will be that the passengers from the train will probably walk from the station along the railway line probably walk from the station along the railway line towards the work locations, and the car users will take towards the work locations, and the car users will take the main route over Stellenbosch Arterial Road and the main route over Stellenbosch Arterial Road and stop along the shops along the road. stop along the shops along the road.

98 99

PLANPLAN

The plan for the Stellenbosch Arterial Road Station area car-ries some important parts. The area itself is located along the metropolitan scale Stellenbosch Arterial Road which runs be-tween Elsies River and Stellenbosch. The density within the residential areas are the highest around the station and the commercial activities, and gets lower further from the station. The grid structure from the infrastructure network within the area is also an important part for the connectivity of the area with itself and the bigger scale.

The most important parts are the Stellenbosch Arterial Road, the train station and the work locations. These locations will get a closer look further on in this booklet.

100 101

1

1

2

3

4

4

3

2

Residential street

Tertiary road

Secondary road - boulevard

Stellenbosch Arterial Road

ROAD TYPOLOGY - CROSS SECTIONSROAD TYPOLOGY - CROSS SECTIONS

Within the area, four types of roads can be recog-Within the area, four types of roads can be recog-nised. The residential street, the tertiary road, the nised. The residential street, the tertiary road, the secondary road and the main road. secondary road and the main road.

The residential street is the street which runs be-The residential street is the street which runs be-tween building blocks. This street doesn’t have to tween building blocks. This street doesn’t have to be wide, because the speed of the motorised trans-be wide, because the speed of the motorised trans-port is low. Parking along the street here is possible port is low. Parking along the street here is possible and there is also enough space for pedestrians.and there is also enough space for pedestrians.

The tertiary road is a bit wider than the residential The tertiary road is a bit wider than the residential street and forms the connection between the resi-street and forms the connection between the resi-dential street and the secondary road. Parking along dential street and the secondary road. Parking along the street is also possible here and pedestrians can the street is also possible here and pedestrians can walk along the road.walk along the road.

The secondary road forms the connection between The secondary road forms the connection between the tertiary road and the main road. This road is the tertiary road and the main road. This road is faster than the tertiary road and has a boulevard faster than the tertiary road and has a boulevard like appearance, with plantation and lamp posts in like appearance, with plantation and lamp posts in the middle of the total four lanes. Pedestrians have the middle of the total four lanes. Pedestrians have a large space to walk along this road.a large space to walk along this road.

Stellenbosch Arterial Road is the main road within Stellenbosch Arterial Road is the main road within this area and is the connection between this and this area and is the connection between this and other areas within Cape Town. The road has already other areas within Cape Town. The road has already four lanes which provides a relative fast connec-four lanes which provides a relative fast connec-tion between Elsies River and Stellenbosch. When tion between Elsies River and Stellenbosch. When the development process is fi nished, there will be the development process is fi nished, there will be side roads created for slower road traffi c and to side roads created for slower road traffi c and to make connections towards the shops and the area make connections towards the shops and the area behind. This road will also get a boulevard appear-behind. This road will also get a boulevard appear-ance with plantation in the middle and along the ance with plantation in the middle and along the side roads, and lampposts in the middle of the fast side roads, and lampposts in the middle of the fast lanes.lanes.

102 103

IMPORTANT ROAD AXIS - STELLENBOSCH ARTERIAL ROADIMPORTANT ROAD AXIS - STELLENBOSCH ARTERIAL ROAD

104 105

TOWARDS STELLENBOSCH

TOWARDS ELSIES RIVER

Connectivity with the area

turn 2

turn 1

FAST ROADFAST ROAD

The already existing fast lanes stay as a relative fast be-tween Elsies River and Stellenbosch, with a few direct connections towards the surrounded neighbourhood. The eff ect of the grid structure is that the connections within the areas,when entering the area by car, are very good.

106 107

IMPRESSION - DRIVING OVER THE FAST ROADIMPRESSION - DRIVING OVER THE FAST ROAD

108 109

Connectivity with the area

turn 2

turn 1

SIDE ROADSSIDE ROADS

The new side roads are created for the slower road traffi c to give them the possibility to go to the shops along these roads. The connections from these sideroads towards the surrounding neighborhoods are very well, which is an ef-fect of the grid structure. Once within the area, the whole area is almost accessible within one or two junctions.

The shops along the side roads are from diff erent scales. There can be fi nd small scaled shops like cloth shops, but also supermarkets and as bigger scale shops the car shops and furniture shops.

Impression of the types of shops along the side roadsImpression of the types of shops along the side roads110 111

IMPRESSION - DRIVING OVER ONE OF THE SIDE ROADSIMPRESSION - DRIVING OVER ONE OF THE SIDE ROADS

112 113

IMPORTANT LOCATION - TRAIN STATIONIMPORTANT LOCATION - TRAIN STATION

114 115

Small formal shops under the station platformSmall formal shops under the station platformM

A R K E T H

A L L

Indoor market at the market hall at the squareIndoor market at the market hall at the square

STATION - GROUND FLOOR LEVELSTATION - GROUND FLOOR LEVEL

116 117

People can sell their goodsPeople can sell their goods

Waiting for the trainWaiting for the train

STATION - PLATFORM LEVELSTATION - PLATFORM LEVEL

118 119

1

2

1

2

CROSS- SECTIONSCROSS- SECTIONS

The station ‘building’ has two levels. The ground level lo-The station ‘building’ has two levels. The ground level lo-cates diff erent kinds of small scale shops and at the station cates diff erent kinds of small scale shops and at the station square there is a market hall located where a indoor mar-square there is a market hall located where a indoor mar-ket can take place. The platform level also has two func-ket can take place. The platform level also has two func-tions, at the sides can be an informal market where people tions, at the sides can be an informal market where people can sell their goods, and people wait for the train. can sell their goods, and people wait for the train.

The two cross-sections show that the station platform is The two cross-sections show that the station platform is located 6 m above ground level, this is for the bigger trans-located 6 m above ground level, this is for the bigger trans-port a good heigh to be able to pass the station via Stel-port a good heigh to be able to pass the station via Stel-lenbosch Arterial Road. People can enter the station by lenbosch Arterial Road. People can enter the station by the diff erent stairs. The platform is wider in the middle of the diff erent stairs. The platform is wider in the middle of the station and has a roof there, to give the possibilities to the station and has a roof there, to give the possibilities to people to sell their goods and to let the people wait in the people to sell their goods and to let the people wait in the shade. shade.

120 121

STAIRS 1STAIRS 1 STAIRS 2STAIRS 2

STAIRS 3STAIRS 3 STAIRS 4STAIRS 4

MOVEMENT ASSUMPTION PEDESTRIANS FROM THE STATION - NORTHERN SIDEMOVEMENT ASSUMPTION PEDESTRIANS FROM THE STATION - NORTHERN SIDE

122 123

STAIRS 5STAIRS 5

STAIRS 7STAIRS 7

STAIRS 6STAIRS 6

STAIRS 8STAIRS 8

MOVEMENT ASSUMPTION PEDESTRIANS FROM THE STATION - SOUTHERN SIDEMOVEMENT ASSUMPTION PEDESTRIANS FROM THE STATION - SOUTHERN SIDE

124 125

MOVEMENT ASSUMPTION PEDESTRIANS FROM THE STATION - PLATFORMMOVEMENT ASSUMPTION PEDESTRIANS FROM THE STATION - PLATFORM

On the previous pages is showed how the movement assump-On the previous pages is showed how the movement assump-tion is from the diff erent stairs of the station. The combined tion is from the diff erent stairs of the station. The combined movement patterns shows that the squares will be almost movement patterns shows that the squares will be almost complete used, when people come at the same time from the complete used, when people come at the same time from the diff erent stairs.diff erent stairs.

The shops under the stations are located very well, when look-The shops under the stations are located very well, when look-ing to these movement patterns. Many people will walk along ing to these movement patterns. Many people will walk along these shops and will probably use these shops for getting these shops and will probably use these shops for getting their goods. their goods.

The market hall at the North-Eastern side of the station is also The market hall at the North-Eastern side of the station is also located very well. It is good visible and with the entrances at located very well. It is good visible and with the entrances at the good location, it can also serve as a good walking route to-the good location, it can also serve as a good walking route to-wards the residential area behind the market hall. With market wards the residential area behind the market hall. With market stalls along the walking routes, the market hall will become stalls along the walking routes, the market hall will become sucessful when the pedestrians will buy their good there.sucessful when the pedestrians will buy their good there.

The station platform can also serve as a walking route, it can The station platform can also serve as a walking route, it can be used as a crossing over the Stellenbosch Arterial Road and be used as a crossing over the Stellenbosch Arterial Road and pedestrians can also walk from the Northern station square pedestrians can also walk from the Northern station square towards the bus and minibus station.towards the bus and minibus station.

126 127

ORIENTATION BUILDINGS - POSSIBLE ENTRANCESORIENTATION BUILDINGS - POSSIBLE ENTRANCES

As already mentioned on the previous page, the location of As already mentioned on the previous page, the location of the entrances from the buildings along walking routes are the entrances from the buildings along walking routes are very important. When an entrance of the building is clear and very important. When an entrance of the building is clear and visible, people will enter this building. Entrances along streets visible, people will enter this building. Entrances along streets are also important to make the street attractive to go in. No are also important to make the street attractive to go in. No entrances means that there is no reason to go in this street, entrances means that there is no reason to go in this street, and this street will become an unattractive backstreet.and this street will become an unattractive backstreet.

For this area is chosen to make possible entrances at all sides For this area is chosen to make possible entrances at all sides of the residential building blocks and make entrances at least of the residential building blocks and make entrances at least at two sides at the bigger buildings (the shops and the work lo-at two sides at the bigger buildings (the shops and the work lo-cations) to avoid the appearance of unacttractive backstreets. cations) to avoid the appearance of unacttractive backstreets.

128 129

12

1

2

WESTSIDE

EASTSIDE

VIEWS TOWARDS THE STATIONVIEWS TOWARDS THE STATION

130 131

IMPRESSION WALKING OVER THE PLATFORM TO THE TRAINIMPRESSION WALKING OVER THE PLATFORM TO THE TRAIN

132 133

IMPRESSION - STATION SQUAREIMPRESSION - STATION SQUARE

134 135

IMPRESSION - STAIRS TOWARDS THE PLATFORM AND STATION SQUAREIMPRESSION - STAIRS TOWARDS THE PLATFORM AND STATION SQUARE

136 137

Bus station Minibus station

Cross section bus and minibus station

ROAD BASED PUBLIC TRANSPORT - BUS AND MINIBUS STATIONROAD BASED PUBLIC TRANSPORT - BUS AND MINIBUS STATION

138 139

IMPORTANT LOCATION - WORK LOCATIONSIMPORTANT LOCATION - WORK LOCATIONS

The work locations are located along the railway line. There are two important reasons The work locations are located along the railway line. There are two important reasons for this decision, people don’t have to walk far from the train station towards their for this decision, people don’t have to walk far from the train station towards their work, and these buildings form a buff er between the railway line and the residential work, and these buildings form a buff er between the railway line and the residential areas which decrease the noice from the trains into the area.areas which decrease the noice from the trains into the area.

The walking routes from the stations run along the railway line. These routes are only The walking routes from the stations run along the railway line. These routes are only accessible for pedestrians and people who cycle towards their work. The route will get accessible for pedestrians and people who cycle towards their work. The route will get a park like appearance with trees and lamp posts along both sides of the route. a park like appearance with trees and lamp posts along both sides of the route.

These work locations are manufacture factories. This is a form of light industry, which These work locations are manufacture factories. This is a form of light industry, which doesn’t make a lot of polution and doesn’t make a lot of noise and can be located in doesn’t make a lot of polution and doesn’t make a lot of noise and can be located in the neighborhood of residential areas. These factories will create job opportunities the neighborhood of residential areas. These factories will create job opportunities for lower educated people in Cape Town, and a lot of these people will travel by train for lower educated people in Cape Town, and a lot of these people will travel by train towards their work.towards their work.

Work locations form buff er between railway line and residential areaWork locations form buff er between railway line and residential area

140 141

Manufacture

Cross - section: walking route towards the work locations

www.kabahinfo.net/photo/manufacture-kiswah4.jpgwww.kabahinfo.net/photo/manufacture-kiswah4.jpghttp://www.tungsang.com/main_imgs/manufacture_overview.jpghttp://www.tungsang.com/main_imgs/manufacture_overview.jpg

http://www.fusioncomponents.com/images/manufacture-image.jpghttp://www.fusioncomponents.com/images/manufacture-image.jpg http://www.canadapipeline.com/image-fi les/manufacture_assemble.jpghttp://www.canadapipeline.com/image-fi les/manufacture_assemble.jpg

WORK LOCATIONSWORK LOCATIONS

142 143

IMPRESSION - WALKING ROUTE TOWARDS THE WORK LOCATIONSIMPRESSION - WALKING ROUTE TOWARDS THE WORK LOCATIONS

144 145

146 147

REFLECTIONREFLECTION

METROPOLITAN SCALE - CURRENT SITUATIONMETROPOLITAN SCALE - CURRENT SITUATION

To go back on metropolitan scale to where this project started with, a short conclusion for the current situation is that there is a hole in the urban development and the development of activities on the Eastern side of Cape Town.

Activities and urban development takes place along impor-tant infrastructure lines and nodes, this can be roads and rail-way stations. This trend is already visible within the historical maps of the development of Cape Town at the begin of this booklet, and went on through the last centuries.

Some of the most important activity locations grew out to-wards centralities, with the City Centre as the most powerful one. The other centralities are there, but only important for the people from that area. This is an eff ect of the radial orienta-tion of the infrastructure towards the city centre, which makes the city centre very important. The other centralities are also located along infrastructure lines and nodes, but at this mo-ment not really visible within the city. The radial structure of the important infrastructure lines causes a hole at the urban development and the development of activities, and centrali-ties, at the Eastern edge of the city.

On the following pages, the diff erent parts of the project will shortly refl ected.

148 149

Current situationCurrent situation 20502050

METROPOLITAN SCALE - INFRASTRUCTURE

The current situation of the metropolitan infrastructure net-work is that it has a radial orientation towards the City Centre. This makes the City Centre very important within the metro-politan area, and this is the cause of the hole in development at the Eastern Edge of Cape Town. The period between now and 2050 will be used to make a shift from this radial orien-tation towards a grid structure, and this grid structure will strenghten the whole infrastructure network in Cape Town.

After the improvement of the infrastructure network, the area at the Eastern Edge of Cape Town will get better con-

nected with the larger scale for both the road network and railway network. The North-South railway lines will play an important role in this. The new connections between Mitch-ells Plain/ Khayelitsha and Bellville will shorten the travel time and travel distance on what it is now. And these new connections will also become important development cor-ridors for new activities and even new centralities.

150 151

Current situationCurrent situation 20502050

METROPOLITAN SCALE - ACTIVITIES

From the pictures of the infrastructure network and the cur-rent situation of the actvities and centralities, the conclusion can be made that the activities area located along important infrastructure lines and nodes.

It is clearly visible within the current activity map on the left page that the radial orientation of the infrastructure network has its eff ects on the location of the activities. It is clear that the gaps in the infrastructure at the Eastern Edge have their eff ects on the development of the activities. There is hardly any development in activities, on a few shops and supermar-

kets, which have to serve the inhabitants of the area.

The improved infrastructure gives opportunities for the de-velopment of activities along the points where roads and railway meets. The location of the train stations at these points are also very important factors for having succesful development of activities around these stations and roads and fi lling up the gap of development at the Eastern edge.

152 153

METROPOLITAN SCALE - URBAN DEVELOPMENT 2050METROPOLITAN SCALE - URBAN DEVELOPMENT 2050

The improvement of the infrastructure system and the succes-ful development of activities around signifi cant locations will also help the total urban development of the Eastern Edge.

The activities provide new job opportunities and attract people to come to the location to make use of these activi-ties. These activities will grow and need more space within the area and the location becomes also attractive for people who come there often or work there to go live there, and residen-tial areas becomes also an important factor for such a location and the urban development will become expanded bt the re-alisation of residential areas.

154 155

METROPOLITAN SCALE - EXISTING AND NEW CENTRALiTIESMETROPOLITAN SCALE - EXISTING AND NEW CENTRALiTIES

The combination of the succesful improvement of the infra-structure network, the succesful development of activities around important infrastructure lines and nodes and the ex-pansion of the urban area will benefi t that these location grow out towards centralities. An example of one of the succesful centralities is the development of the Stellenbosch Arterial road and the Stellenbosch Arterial Road Station.

Stellenbosch Arterial Road Station AreaStellenbosch Arterial Road Station Area

156 157

Reference: house Bellville South

Reference: Voortrekker RoadReference: Voortrekker Road

Current situationCurrent situation 20502050

END RESULT

Going back to the current situation of the Stellenbosch Arte-rial Road Area, the area is now nothing more than a relative fast road between Elsies River and Stellenbosch with some low density living areas with small separate houses. The di-rect area along the Stellenbosch Arterial Road is unbuilt, and there are hardly any connections towards the built up areas. There are almost no activities and facilities for the inhabit-ants. The area is not very well connected with the larger scale infrastructure network, and this fact makes the area not very attractive for companies to locate here.

To take a look to the situation in 2050, the Stellenbosch Arte-rial Road area will become a well connected area, with the lower scale (the neighborhood) and the larger scale (the rest of the city), both with the road network and railway network. With the Stellenbosch Arterial Road Station as main location, where people come together to take the train or people ar-rive at the station to go to their work, and the connection with road based and railway based public transport which come together at the station, the station area is very im-portant for activities to locate. The development of the side

roads along the Stellenbosch Arterial Road with the diff erent scales of shops makes the area also attractive for the people come come by car, which makes the area attractive for diff er-ent kinds of users and that this area becomes very important for a larger scale within Cape Town.

To end the story, it is visible that between now and 2050, the Stellenbosch Arterial Road area will develop from an empty unattractive area towards an attractive centrality with diff er-ent kinds of activities and diff erent kinds of people who will visit the area and live in the area.

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BIBLIOGRAPHYBIBLIOGRAPHY

BIBLIOGRAPHY

Books:

Bach, B 2006, Urban design and traffi c – a selection from Bach’s toolbox, CROW, Ede

Dewar, D & Todeschini, F 2004, Rethinking urban transport after modernism - Lessons from South Africa, Ashgate Publish-ing Limited Farnham UK

City of Cape Town 2006, Planning for future Cape Town - An argument for the long term spatial development of Cape Town, draft document August 2006

Heeling, J, Meyer, H, Westrik, J 2002, Het ontwerp van de stad-splattegrond, SUN Amsterdam

Heyningen, H van 2007, Planning districts socio - economic analysis 2007, Strategic Development Information and GIS Department, City of Cape Town

Kusumo, C 2007, Railway Station, Centres and Markets - Change and Stability in Patterns of Urban Centrality, Thesis for TU Delft, Delft

Towards a more colourful Cape Town - Mapping, experiencing and rethinking the city 2008, MSc 3 booklet Spacelab 2007-2008

Websites:

Commuter rail - http://en.wikipedia.org/wiki/Commuter_rail & http://en.wikipedia.org/wiki/Metrorail_%28Western_Cape%29

Lightrail - http://en.wikipedia.org/wiki/Lightrail

South African National Census 2001, numbers and statistics - http://www.capetown.gov.za/en/stats/2001census/Pages/Profi les.aspx

Photographs:

If not mentioned the source under the photographs, then they are from the collective photograph database.

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APPENDIXAPPENDIX

CITIES: MOVEMENT AND CONNECTION

Date: 17 January 2008

Name: Annemarie Brinksma E-mail: anbrinksma@hotmail.com

Abstract

This purpose of this paper is to get a theoretical background for the MSc Urbanism graduation project ‘Cape Town: Con-nection and movement’, about movement and connection within cities. Movement and connections have a lot to do with each other, movement does not exits if there are no connections. Diff erent kind of people move through the city 24 hours a day, with all their own way of movements. Trans-portation is an important way to move, and diff erentiates from most car use in Europe and in the USA to public trans-portation in the less developed world. Disconnection in cit-ies is an import problem, there not only exists disconnection between rich ‘formal’ and poor ‘informal’ worlds, but also in their living environments and the way of movement within the cities. The ‘formal’ society lives in richer residential areas, move by car and have good job opportunities while the ‘in-formal’ society lives in townships, move by public transport and by foot and their job opportunities are low. These societ-ies need each other to keep the economy healthy, but they are also far away from each other by these big diff erences. Another form of disconnection within cities are the ‘gated communities’, residential areas who have built walls around them and entering is only possible by passing a gate and se-curity. A relative new of connection within and between cities that came up the last decades, are the communication tech-nologies like mobile phones and internet which made con-nections over the whole world easier. For the richer ‘formal’ world a gift, but the poorer ‘informal’ world may not have the possibilities to invest in modern communication technolo-gies and are threatened to get more disconnected from the ‘formal’ world. If the connection between those two worlds would be better, the ‘informal’ world could receive more ben-efi ts from the ‘formal’ world, but how can these connection be better and what role can movement play in this?

Keywords: movement, connection, disconnection, ‘formal’ world, ‘informal’ world, communication technologies

1. Introduction

What does movement and connection within cities have to do with each other? As the words ‘movement’ and ‘connec-tion’ already say, people move in from A to B and the route followed is the connection. The diff erent kind of movements within cities lead to the facts that the city never sleeps, movements do not stop at a certain time and runs 24 hours a day. Movements need connections. Connections can be notifi ed as infrastructural connections but also as commu-nity connections. Interlocked connections can also lead to disconnection from others in the city, with as an example the ‘gated communities’. In the contemporary cities is the role of communication technologies important for movement and connections, but these communication technologies also can disconnect the societies who do not have the possibili-ties to access these facilities.

2.The rhythm of movements within cities

During the 24 hours of the day the movement rhythm of cities diff erentiate. Five days a week, early in the morning, people go to work. This diff erentiate from people with low-income jobs who take the bus at 5 o’ clock in the morning to arrive at work, to people with higher-income jobs who take the car between 8 and 9 o’clock to arrive at work. At these moments, other movements from homeless people, or peo-ple who worked during the night may be stayed unnoticed. But after a working day, the city will be attracted by people who will enjoy the nightlife or will have their working shift. Within these rhythms, the diff erences between social classes rise above. During nighttime it is more likely that people with a ‘poorer’ background are working, while most of the people with a better education background will work during daytime. Allen (1999, p. 64)

2.1. Patterns of movement

The car is the most important transport mode in Europe and North America. Most of the households here have one or more private cars standing in front of their houses. The trend of living within areas on the edge of the city or even a few kilometers outside the city, makes the car an important

and essential transport mode to go to work or other facilities within cities. Hamilton and Hoyle (1999, p. 86) talk about the streets which are nothing more than a connection to go as soon as possible from A to B. People get from their house into the car, drive to their destination and park their car in front of the building or even park their car under the build-ing. It is not even more necessarily needed that people have to walk outside on the street.

This is diff erent in Asia, Africa and South America, where the number of private cars per person is signifi cant lower. In cities in China, the bicycle is the most important transport mode for movement within the city. An example given in Hamilton and Hoyle (1999, p. 70) for Beijing, the average speed of pub-lic buses were 15 km/h, and for the bicycle ride, 12 km/h. The average speed in the city is almost the same, but a bicycle is smaller and apparently more manoeuvrable and don’t get stuck in traffi c jams. Traffi c jams are also a reason that in the metropolitan cities all over the world like New York, Paris and London, the public transport system is an important mode for movement within these cities. But in Hong Kong, people chose in the 1980’s for the public transport system because of the charging of the amount of actual road use by private cars. This was an experiment between 1983 and 1985 by the government, where electronic transponders were mounted under the cars. This experiment was rejected by the public, because they felt watched by ‘big brother’. (Hau, article writ-ten in Hamilton and Hoyle 1999, pp. 91-2)

3. Disconnection within cities

The distinction between ‘rich’ and ‘poor’ is visible in the city-shape itself. An example given in Amin & Graham (1999, pp. 12 -13) about New York’s Manhattan and Lower East side of Manhattan, “how spaces which are physically close within a city can simultaneously be relationally very distant and relatively disconnected”. Manhattan is ‘New York’s fi nancial centre’ with a global reach, where fi nancial transactions take place every weekday with advanced ICT infrastructures. The top professionals who work there are extremely well paid, and live mostly in highly expensive, exclusive, housing ar-

eas in mid-town Manhattan or upstate New York. In Lower East side of Manhattan live many African American people and the place have to deal with social problems like a high percentage of unemployment, poverty, crime and relatively poor health environment. People have diffi culties with fi nd-ing a job, services like banks and shops choose for better lo-cations. This area is seen as a bad place to live by the rest of the city, and has become ‘disconnected’ from the rest of the city, and has diffi culties develop economically. In this New York example, these people work and live in diff erent mo-bility patterns which make them disconnected from each other.

Not only the functions in a city can make the distinction within cities. Infrastructure can also form a disconnection between a city, think of roads and railways which are built on an higher level than the actual city level and rivers with not many bridges to pass. These barriers can play an important role in the division of the city. If there are not enough con-nections through these barriers, people will choose to live on one of the sides and not go often to the other city part. As an outcome, one of the city parts do not get the possibilities to develop that well and will get marked as ‘the bad side to live’. This is also just because diff erent places exist in some mobility patterns and not in other patterns.

3.1. ‘Formal’ and ‘informal’ worlds within cities

These mobility patterns are also visible within the ‘formal’ and ‘informal’ worlds. This can be seen in a sense that the ‘formal’ city is designed for people, but the ‘formal’ city is also designed against the people for who the city is not designed (the people in the ‘informal’ world). An exception in this case is South Africa. There were also designs made during the apartheid period (1948-94) within the cities for the poor people, to separate them from the rich people.

‘Formal’ and ‘informal’ are not far away from each other in cities. Townships are situated next to richer residential areas and people from these ‘informal’ townships work for exam-ple as a service worker by families in the richer residential areas of the city and the ‘formal’ city needs the ‘informal’ un-

Figure 1. ‘De nieuwe wegenkaart van Snelder’ (English: the new road map made by Snelder)shows that if there will come a new road system in The Neth-erlands, fast travel between cities will go better (De nieuwe wegenkaart van Snelder,2007)

3.2. ‘Gated communities’

Many contemporary (US) cities close their ‘richer buildings’ off , with walls and security. It is also happening in residential areas, where richer people have their houses. This is an ex-ample of what they called “the spatial segregation of city life”, which can be seen as “a reaction to the extraordinary mix of city life” Allen (1999, pp. 85-6). These areas are closed off with gates and walls and people who want to enter the area, have to use a special key or report it by the security. These areas are called ‘gated communities’, and give the residents the feeling that they live save with a lower change of crime in their neighborhood. These areas are visibly disconnected from the surrounding areas in the city, but these gated com-munities need infrastructure and facilities to be not com-pletely disconnected from the rest of the city. Also services are required in those areas, done by people who come from other city parts or even from the ‘informal’ world.

4. Connection with communication technologies

In the last decades, the coming up of communication tech-nologies like the internet, satellite television and electronic trading had also consequences for the development of cities. Suddenly it was not necessary anymore to live in the middle of the city and distances between cities got smaller for the people who have full access to the new technologies and can aff ord to live further away from work and other facili-ties. Internet makes it possible to have contact via email with friends and family, shopping became easier and also work-ing home with an network connection to the offi ce is now possible. The need to travel to everything has decreased, which can be positive for the problem of traffi c jams. This is not really so at the moment, research has shown that per-sonal travel has increased with each new communications possibility because of being not anymore necessary to live near facilities and work. If companies develop the possibili-ties for home-working more, people would not go necessari-ly to their offi ces which would give less pressure on the roads and there would be less traffi c jams. This has also a positive eff ect on the air pollution.

skilled people from the townships to keep the economy on a healthy level. “The informal city can then be seen as a strate-gic component of advanced urban economies” Sassen (2005, p.86) The city needs the people with high-income and low-income jobs to keep all the required services functioning.

On the other side ‘formal’ and ‘informal’ are far away from each other. The lifestyles and mobility patterns diff erentiates extensively from each other, and also their living possibilities are very diff erent. People living in ‘informal areas’ are often low educated, have diffi culties in fi nding jobs and don’t have a high living expectation because of the lack on facilities, while people who live in ‘formal areas’ have better possibili-ties to get a higher education level, have better changes to fi nd a job and their living expectations are higher because of the good facilities.

In the ‘formal’ world, cars are the most important way to move from one to another city part for work, or even to other parts of the country. The car gives their owner a feeling of freedom to move wherever they want to go, give a diff erent set of places where it is possible to go (than for example pub-lic transport) related to the infrastructure special designed for fast car travel (see fi gure 1 with as example the motor-ways in The Netherlands), and is seen as a status symbol. In the ‘informal’ world, people will go by public transport or by foot go to their work in another city parts, and a only a very few people own a private car. The reach of these people is lower and gives them a lower feeling of freedom, because of the traveling time to go somewhere. The people who have to walk to work do often have to walk for more than an hour to reach their destination, where people driving the car can be out of the region within after an hour of driving.

People living in poorer (‘informal’) areas, work mostly in the manufacturing industrial sector or as service workers for ‘richer’ families in the formal areas. For example in South Af-rica, many of these people use taxis and minibuses to go to work. The train is too expensive for most of them, and taxi or minibuses are cheaper in those areas to move from one to another place. The taxi system can be seen as diff erent from, for example, in Europe where taking a taxi is relatively ex-pensive.

The upcoming of these new communication technologies the last few decades is for the ‘formal’ richer world a gift. These people now have better connections world-wide. But people in the ‘informal’ poorer world may not be possible to invest in these communication technologies. Some of these areas don’t even have connections to networks of clean drink water, electricity and sanitation facilities. The disconnection between the world with access to all these ‘modern’ facilities and the world with not this access to facilities will get worse, because they can not hook on the (global) networks.

4.1. Communication technology in South Africa

Belonging of the poorer ‘informal’ world does not always mean that it is not possible to have access to communication technologies. In South Africa for example, cell phone tech-nology is these days an important mode of mobility to break out of the restrictive mobility patterns. In fi gure 2 are the numbers of cell phone use and landline phone use mapped for the city of Cape Town (Statistics South Africa, 2001), not a large percentage of the inhabitants of the townships are us-ing these technologies because of the (for them) expensive prices. If people have mobile phones then they are mostly second hand, fi xed after they broke down by their former owners and sold again for ‘cheap’ price at diff erent numbers of spaza shops in the townships where also the community telephone shops resident. These kind of shops, showed in fi gure 3a and 3b on the next page, are old cargo containers and now used to off er the people in the Townships cheap phone calls. The people pay units less than a third of the standard price. BBC news talks about that these people in Langa (one of the old-est Townships in Cape Town)“pay 85 cents a minute instead of the normal rate of 280 cents a unit” and the units make use of the mobile phone technology (Hamilton, 2003). It may be possible that the numbers of use for the community tele-phones are not taken in these statistics.

Figure 2. Cell phone use(left) and landline phone use in townships Cape Town 2001(own analysis map) shows that both are not that much used by the people there.

Figure 3a & 3b Spaza shop with community phones where people in Town-ships do their phone calls for less than a third of the standard price (Community phones connect SA townships, 2003)

5. Conclusions and recommendations

Movements within cities happen 24 hours a day in diff erent ways. People work at daytime, but also at night and they move with diff erent transport modes. It depends on the city which transport mode is the most ‘popular’ to use, and this also depends on the possibilities of the inhabitants. In the ‘formal’ world it is more likely that the people use the car, but in the ‘informal’ world people use public transport or even walk. The ‘formal’ and ‘informal’ world need each other, but are also very disconnected from each other. Another form of disconnection are the gated communities, in which resi-dents live behind walls and have to pass gates and security to enter the area. Connection, disconnection and movement also play an important role by the upcoming of the more advanced communication technologies. These technologies connect the whole world to each other have as a big ad-vance that contacts and shopping can be done from home, but these technologies disconnect the ‘rich’ world which has access to these technologies and the ‘poor’ world which do not have access to these technologies.

A recommendation after writing this paper can be that the ‘formal’ richer and ‘informal’ poorer societies get more con-nected with each other. There is already a form of connection between those two ‘worlds’. If the ‘informal’ society would be better connected to the ‘formal’ society, they could receive more benefi ts from the ‘formal’ society and the connection possibilities between them would be expanded. How to in-crease these connections and benefi ts between the ‘formal’ and ‘informal’ worlds? What role can movement play in this?

References

Bibliography

Allen, J 1999, ‘ Worlds within cities’, in D Massey, J Allen, & S Pile (eds.), City Worlds, Routledge, London, pp. 53-97

Amin, A & Graham, S 1999, ‘Cities of connection and discon-nection’, in J Allen, D Massey & M Pryke (eds.), Unsettling cit-ies movement/ settlement, Routledge, London, pp. 7-47

Hamilton, K & Hoyle, S 1999, ‘Moving cities: transport con-nections’, in J Allen, D Massey & M Pryke (eds.), Unsettling cit-ies movement/ settlement, Routledge, London, pp. 49-94

Hamilton, R 2003, Community phones connect SA townships. Retrieved January 16, 2007 fromhttp://news.bbc.co.uk/2/hi/technology/3246732.stm

Sassen, S 2005, ‘Fragmented urban topographies and their underlying interconnections’, in A Brillembourg, F Fereiss & H Klumper (eds.), Informal city – Caracas Case, Prestel, Munich, pp. 83-7

‘The prevalence of slums’ 2006, in M Davis 2006, Planet of slums, Verso, London, pp. 20-50

Wright, G 2005, ‘Informal cities multiple realities’, in A Brillem-bourg, F Fereiss & H Klumper (eds.), Informal city – Caracas Case, Prestel, Munich, pp. 79-82

Statistics South Africa 2001, City of Cape Town - Census 2001 – 2006 WARDS: Census of household goods profi le, retrieved October 13, 2007, from Statistics South Africa database

Map reference

De nieuwe wegenkaart van Snelder [Image] 2007. Retrieved January 16, 2008 from http://sync.nl/van-a-naar-a-neder-land-werkt-hard-aan-een-verkeersinfarct/