Understanding informal trading from the public perspective: The case of Durban Central Business District

The purpose of the study is to find out and analyze how much influence the distance of tower land the central business district (CBD), distance of tower land to the government office, legal aspect of tower land, distance of the tower land to the public transportation route, and road class classification on land compensation value of PLN Tower on the construction of TL 150 KV Kuala-Binjai. This research is a quantitative descriptive research. The location of the research object is in Langkat Regency and Binjai City, North Sumatra Province, totaling 40 objects of land compensation value. All populations are as samples. The analytical method used is multiple linear regression. The results showed that the distance of the tower land to the central business district (CBD) has a significant effect on land compensation value. The distance of the tower land to the government office has a significant effect on land compensation value. The legal aspect of tower land has a significant effect on land compensation value. The distance of the tower land to the public transportation route has no significant effect on land compensation value. The road class classification has no significant effect on land compensation value. Keywords: Central Business District, Government Office, Legal Aspect, Public Transportation, Road Class Classification, Land Compensation Value.

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Forging Collective Capacity for Urban Redevelopment: “Power To,”“Power Over,” or Both?

City and Community ◽

10.1111/j.1540-6040.2006.00150.x ◽

2006 ◽

Vol 5 (1) ◽

pp. 5-22 ◽

Cited By ~ 8

Author(s):

Richard Gendron

Keyword(s):

Local Development ◽

Central Business District ◽

Public Private Partnership ◽

Political Elites ◽

Private Partnership ◽

The Public ◽

Loma Prieta Earthquake ◽

Urban Development Policy ◽

Business District ◽

Collective Capacity

This paper explores the dynamic of cooperation between economic and political elites in a public‐private partnership that was created to guide the redevelopment of downtown Santa Cruz, California, following the devastating Loma Prieta earthquake of 1989. While the public‐private partnership was instrumental in the success of post‐earthquake reconstruction of the central business district, the consensus and cooperation between progressive political leaders and local business elites in this “partnership” were often more apparent than real. This occurred not only because of the longstanding tensions between the local pro‐growth coalition and progressive political leadership of the city but also because the public‐private partnership became a mechanism for potential regime transformation. Thus, the “collective capacity” needed to proceed with post‐earthquake redevelopment of the central business district was “forged” in two senses: It was created to effect necessary redevelopment, but it was also counterfeit. Political elites sought to limit both the scope and the duration of the partnership to check the increasing power of economic elites in the aftermath of the earthquake. Although regime theory acknowledges the relationship between “power over” and “power to,” I argue that its emphasis on the latter overlooks critical sources of conflict in the creation and implementation of local urban development policy. Consequently, I further argue that an analysis of both conceptions of power is necessary to understand not only how local development policies are enacted but “who benefits” from them.

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Concrete Island: Lost Sites and Hidden Heritage

10.26686/wgtn.17064380.v1 ◽

2021 ◽

Author(s):

◽

Zackary Johnson

Keyword(s):

Central Business District ◽

Place Identity ◽

City Centre ◽

Cultural Significance ◽

Urban Context ◽

Urban Centre ◽

Urban Planner ◽

The Public ◽

Business District ◽

The City

<p>In cities like Auckland, suburban sprawl has led to the introduction of extensive elevated motorways that create barriers and cuts across the ordering elements of the city. Urban planner Roger Trancik refers to the areas beneath and adjacent to these urban motorways as “lost sites”, considered ‘unbuildable’ even though they occur within the central business district. This research investigation looks at how architecture can help return a sense of place identity and cultural significance to otherwise placeless zones defined by elevated urban motorways. The central Auckland site for this design-led research is the Central Motorway Junction (CMJ), commonly referred to as ‘spaghetti junction’ — a site physically and environmentally inappropriate for housing development, but large and high profile enough to contribute significantly to Auckland’s ‘cultural hub’. The proposed programme for this investigation is a new facility to house Museum of New Zealand Te Papa Tongarewa’s stored collections. Arguably New Zealand’s most valuable cultural holdings, only 3% of Te Papa Tongarewa’s collections are on display at any time. The rest of the museum’s stored collections are completely hidden from public view within its back of house facilities and warehouse structures in Wellington. Due to Wellington’s location on major fault lines, studies are underway to permanently move the stored collections to Auckland, where they will remain removed from the public eye. This design-led research investigation proposes that once these collections are relocated to Auckland, if they are made visually accessible to the public, they could provide a vital extension of the cultural hub for the city centre. The investigation proposes to architecturally inhabit one of Auckland’s most prominent lost sites, the Central Motorway Junction, in a way that celebrates its iconic elevated motorway as a viable urban context capable of actively contributing to urban re-vitalisation and cultural consolidation. The thesis investigation examines the city’s motorway infrastructure as a framework for a new typology for architecture that actively uses the ‘motorway typology’ to establish architectural and place identity. Simultaneously the investigation explores how expansive elevated motorway sites can provide significant footprints for new public buildings to enhance the cultural identity of the urban centre.</p>

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SIGNS OF CHANGE: THE RENAMING OF DURBAN’S STREETS Democratic Alliance v eThekwini Municipality: Unreported Judgment (KZD) Case Numbers 10787/08 and 6608/07 Judgment delivered: 3 June 2010

Obiter ◽

10.17159/obiter.v32i3.12247 ◽

2021 ◽

Vol 32 (3) ◽

Author(s):

Vishal Surbun

Keyword(s):

New York ◽

New York Times ◽

Central Business District ◽

Metropolitan Region ◽

The Public ◽

To Come ◽

Business District ◽

The City ◽

Inkatha Freedom Party ◽

Che Guevara

On 27 February 2007, the council of the eThekwini Municipality, the governing entity of the Durban and surrounding metropolitan region, passed the first of two resolutions in terms whereof certain byways and landmarks would be renamed. In a public municipal advertisement, the City’s mayor announced: “The street renaming is indeed an ultimate step towards honouring all the heroes and heroines who fought a fight for a good cause. Chief among these are those who in the pursuit of freedom ventured their way through the troubled bridges of apartheid. Therefore as eThekwini council, we feel honoured to be part of such a historic process of ensuring that names of these great men and women of the struggle remain known even to the generations to come … It is indeed a democratic process: members of the public were consulted and given an opportunity to suggest names. This will ensure that the city we live in is indeed accurately reflecting its people and its history …” Notwithstanding these sentiments, on 1 May 2007, about 10 000 demonstrators marched through the city’s central business district and converged on the City Hall, where the Inkatha Freedom Party (IFP) and the Democratic Alliance (DA) held a joint protest to complain, not about the fact that the streets and landmarks were being renamed, but about the new names themselves. The suggested names of SWAPO, Griffiths Mxenge, Andrew Zondo and Che Guevara spawned a public outcry and accusations that the process was carried out without proper consultation. The controversy prompted the New York Times to observe that “Durban is different. Intentional or not, some of the proposed name changes clearly flick at scabs covering deep divisions”. Against this background, the DA and the IFP launched an application in the public interest in the Durban High Court which will be analyzed hereunder. The Applicants prayed for an order to the effect that the decision by the Municipality to rename the streets must be set aside and for the old names to be restored. A representative for the DA announced that:“We took this case to court because we believed, and still do believe that the rights and opinions of thousands of eThekwini’s citizens were trampled by the actions of the municipality who simply roughshod over their objections”.

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Identifying and Visualizing Congestion Bottlenecks with Automated Vehicle Location Systems

Transportation Research Record Journal of the Transportation Research Board ◽

10.3141/2649-07 ◽

2017 ◽

Vol 2649 (1) ◽

pp. 61-70 ◽

Cited By ~ 2

Author(s):

Christopher Bucknell ◽

Alejandro Schmidt ◽

Diego Cruz ◽

Juan Carlos Muñoz

Keyword(s):

Transport System ◽

Public Transport ◽

Central Business District ◽

Operating Costs ◽

Sources Of Information ◽

The Public ◽

Public Transport System ◽

Business District ◽

The City ◽

Radial Axis

Monitoring speeds and identifying problem areas are essential for any public transport system because of the direct impact on its operating costs and on users’ travel time. This study generated a tool that identified, quantified, and displayed operational bottlenecks of bus operation in a city. The model was applied to the public transport system in Santiago, Chile, which faced a steady decline in operating speed. It was possible to identify locations with the most serious problems; this factor allowed transit authorities to focus their efforts on the areas that needed it the most. In addition, it was found that problems were concentrated in certain sectors of the city, including the central business district and intersections where the radial axis roads encountered the city’s central ring road. Once a problem is identified, it is essential to conduct site visits and combine the findings of this research with other sources of information to find the cause of the problem and propose solutions.

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Re-Picturing the “Post-Fordist” Motor City: Commissioned Street Art in Downtown Detroit

Architecture_MPS ◽

10.14324/111.444.amps.2017v12i1.001 ◽

2017 ◽

Author(s):

Brian Brown

Keyword(s):

Field Research ◽

Central Business District ◽

Street Art ◽

Digital Cameras ◽

Public And Private ◽

The Public ◽

Urban Decay ◽

Extensive Field ◽

Business District ◽

Post Industrial

The primary goal of this paper is to examine the ways in which legal and sanctioned “street art” features as a prominent tool in the recent attempts to revitalize and rejuvenate one of the most storied and historically important cities in the world: Detroit, Michigan. It will do so first by examining some of the factors that hastened Detroit’s decline from urban, industrial powerhouse to universally recognized symbol of post-industrial urban decay, and back again, to its present, albeit tenuous, status as celebrated emblem of urban regeneration. This is done so as to explain why the efforts to “save” Detroit in general are concentrated on such a small tract of land in the city’s downtown core or “Central Business District” (CBD). Second, it will examine key planning documents jointly authored by stakeholders in the public and private sectors, that regard commissioned street art projects (such as Shepard Fairey’s mural on the Quicken Loans Headquarters) as strategic aesthetic levers that attempt to author new narratives in the collective imaginary regarding the present and future of the troubled Motor City. Third, it draws on extensive field research undertaken in Detroit’s CBD so as to argue that street art projects are important, but are also limited in their capacity to engage broader audiences/publics due to their being locked in situ . Fourth and finally, the role of technologies not traditionally associated with graffiti or street art (mobile digital cameras and social media) are regarded as pivotal to its reframing and current embrace by property developers and municipal officials. By leveraging the communicative capacities of ubiquitously connected mobile devices and their ability to capture and disseminate digital photographs of street art, the reach of these photographs extends far beyond the limited physical confines of city streets, accessing publics accustomed to seeing vastly different photographs of Detroit. It is these digital and eminently social photographs, so often neglected in the academic literature, that are the visio-narrative devices being used to author the next chapter of Detroit’s fabled history.

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Concrete Island: Lost Sites and Hidden Heritage

10.26686/wgtn.17064380 ◽

2021 ◽

Author(s):

◽

Zackary Johnson

Keyword(s):

Central Business District ◽

Place Identity ◽

City Centre ◽

Cultural Significance ◽

Urban Context ◽

Urban Centre ◽

Urban Planner ◽

The Public ◽

Business District ◽

The City

<p>In cities like Auckland, suburban sprawl has led to the introduction of extensive elevated motorways that create barriers and cuts across the ordering elements of the city. Urban planner Roger Trancik refers to the areas beneath and adjacent to these urban motorways as “lost sites”, considered ‘unbuildable’ even though they occur within the central business district. This research investigation looks at how architecture can help return a sense of place identity and cultural significance to otherwise placeless zones defined by elevated urban motorways. The central Auckland site for this design-led research is the Central Motorway Junction (CMJ), commonly referred to as ‘spaghetti junction’ — a site physically and environmentally inappropriate for housing development, but large and high profile enough to contribute significantly to Auckland’s ‘cultural hub’. The proposed programme for this investigation is a new facility to house Museum of New Zealand Te Papa Tongarewa’s stored collections. Arguably New Zealand’s most valuable cultural holdings, only 3% of Te Papa Tongarewa’s collections are on display at any time. The rest of the museum’s stored collections are completely hidden from public view within its back of house facilities and warehouse structures in Wellington. Due to Wellington’s location on major fault lines, studies are underway to permanently move the stored collections to Auckland, where they will remain removed from the public eye. This design-led research investigation proposes that once these collections are relocated to Auckland, if they are made visually accessible to the public, they could provide a vital extension of the cultural hub for the city centre. The investigation proposes to architecturally inhabit one of Auckland’s most prominent lost sites, the Central Motorway Junction, in a way that celebrates its iconic elevated motorway as a viable urban context capable of actively contributing to urban re-vitalisation and cultural consolidation. The thesis investigation examines the city’s motorway infrastructure as a framework for a new typology for architecture that actively uses the ‘motorway typology’ to establish architectural and place identity. Simultaneously the investigation explores how expansive elevated motorway sites can provide significant footprints for new public buildings to enhance the cultural identity of the urban centre.</p>

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