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CHAPTER 2 Rethinking Urban Growth Boundaries CHAPTER 2 Rethinking Urban Growth Boundaries: Fo llowing the Transportation Corridors Dr. Elizelle Juaneé Cilliers No rth-West Un iversity, Un it for En vironmental Sciences and Ma nagement. Ab stract Modern ur ban areas are highly complex entities and constantly need to deal with interrelated processes of ur ban ch ange. The forces of rapid urbanisation and increasing population growth initiated changes to the ur ban form of modern ur ban areas. The ma nagement of ur ban form was always placed at the forefront of ur ban planning, as it was evident that ur ban form determines the effectiveness of ci t- ies, the accessibility it offers and the integration between spheres. Various gr owth ma nagement tools were introduced to contain, control, direct or phase ur ban growth in this regard. Urban growth boundaries (UG Bs) were soon to become one of the most popular ur ban gr owth ma nagement tools, supported by the sm art growth approaches. However, recent de velopment challenges suggest that the ur ban environments are becoming more complex and ur ban form is increasingly infl uenced by the growing ec onomic sector, and especially the expanding tr ans- port networks which operate across boundaries and between local jurisdictions. The on e-dimensional approach of gr owth ma nagement and UG Bs are questioned, especially within de veloping countries that are in no position to limit the much needed ur ban growth to support the local economy. It has furthermore become evident that tr ansport plays a major catalytic role in achieving ur ban reform, and that la nd-use and tr ansportation planning are highly interlinked ur ban determi- nants. Modern ci ties suggest of mu lti-nodal areas, characterised by tr ansportation networks which are not bound to UG Bs. The relevance and effectiveness of tradi- tional gr owth ma nagement tools were evaluated within the ur ban space economy of the Ga uteng Ci ty Region. The case study illustrated the challenges associated with gr owth ma nagement tools to structure ur ban form, against the background of increased ec onomic de velopment and expanding tr ansportation networks. Ke ywords: Ur ban growth boundary, tr ansportation networks, ur ban form. WIT Transactions on State of the Art in Science and Engineering, Vol 86, © 2015 WIT Press www.witpress.com, ISSN 1755-8336 (on-line) doi:10.2495/978-1-84566-077-2/002 20 LAND USE MANAGEMENT AND TRANSPORTATION PLANNING 1 In troduction The world’s population balance has shifted. In 2008, for the fi rst time in history, more people lived in ci ties than in rural areas [1]. Urbanisation has accelerated from only 2% living in ur ban areas in 1800 to half the world’s population of 3 bil- lion people, with tw o-thirds of the world expected to live in ci ties by 2050 [2]. As a city grows to absorb immigration and natural growth, the city expands beyond its defi ned boundaries into the sphere of infl uence of neighbouring ci ties, and ur ban and pe ri-ur ban areas [3]. These de velopment trends are responsible for the changes in our current ur ban environments, for the increasing quantitative developments and decreasing quali- tative environments. It is widely accepted among ur ban restructuring advocacy groups and policy makers that the current local trends and the resulting sp atial ur ban form have cer- tain im plications or consequences on the way in which our ci ties function. These consequences can be seen in settlement patterns that are grotesquely distorted, inconvenient and dysfunctional ur ban environments, the lack of effi cient and via- ble public tr ansportation, costly installation and maintenance of engineering ser- vices and the fact that ci ties have become hostile places to live in [4, 5]. Over the past couple of years, very little has been done to address the existing dispersed sp atial pattern; it has rather been reinforced by existing sp atial planning practices placing untold pressures on existing engineering in frastructure, bulk services and pu blic tr ansport. The ma nagement of ur ban form was placed at the forefront of objectives for ur ban planners and managing authorities worldwide, as it was believed that the ur ban form determines the effectiveness of ci ties, the accessibility it offers, the integration between spheres, the la nd use and possible layout plans [6]. The realisation of the importance of ur ban form, and the ma nagement thereof, led to the creation of gr owth ma nagement tools such as the ur ban growth boundar- ies (UG Bs). Recent de velopment challenges suggest that the ur ban environments are becom- ing more complex and ur ban form is now infl uenced by the growing ec onomic sector, and especially the expanding tr ansport networks which operate across boundaries and between local authorities. The tr ansportation in frastructure is inti- mately linked to ur ban sp atial planning and la nd use [7] and should, therefore, be incorporated when considering ur ban form. Given not only the intense fl ow of people but also information, trade, fi nances and resources between ci ties, a traditional approach to planning and governance is increasingly untenable. A new approach to planning and managing these bur- geoning ur ban areas is required [8]. This ch apter will evaluate the relevance and effectiveness of gr owth ma nagement tools to structure ur ban form, against the background of modern ur ban environments, characterised by forces of rapid urbanisation, population growth, increased ec onomic de velopment and expand- ing tr ansportation networks which are not bounded by ur ban de velopment boundaries. WIT Transactions on State of the Art in Science and Engineering, Vol 86, © 2015 WIT Press www.witpress.com, ISSN 1755-8336 (on-line) RETHINKING URBAN GROWTH BOUNDARIES: FOLLOWING THE TRANSPORTATION CORRIDORS 21 2 Ur ban Form Ur ban form refers to the shape of ur ban environments, not simply in terms of appearance, but more importantly in terms of the defi ning characteristics, such as the design and structure, where de velopment occurs, wh at type of developments are likely to realise, wh at types of public green spaces are available, and the inter- connection of these areas [4, 5]. Good ur ban form thus requires good, coordinated and integrated planning. For a decentralised system to work effectively, coopera- tion is required at the local level between formal governmental institutions and the range of le ss-formal, no n-governmental organisations and co mmunity-based organisations [6]. The European vision considers the concept of compact ci ties as ideal places to live and experience the vitality and variety of ur ban life. The reasons offered for making ci ties more compact have changed in the last 150 years. First, it was for resource conservation, social interaction, waste minimisation and effi ciency, but it has moved over to su stainable ur ban form, and ec onomic, social and political issues. Contemporary co mpact city approaches are said to increase bu ilt-area and residential population densities, to intensify ur ban ec onomic, social and cultural activities and to manipulate ur ban size, form, structure and settlement systems in pursuit of the environmental, social and global sustainability benefi ts derived from the concentration of ur ban functions [9]. Rogers [10] maintains that a su stainable ur ban form is based on a series of inter- linked compact nodes or neighbourhoods (refer to Fi g. 1). These neighbourhoods Figure 1: The compact sus tainable urb an form. Sou rce: Rog ers [11]. WIT Transactions on State of the Art in Science and Engineering, Vol 86, © 2015 WIT Press www.witpress.com, ISSN 1755-8336 (on-line) 22 LAND USE MANAGEMENT AND TRANSPORTATION PLANNING grow around centres of social and ec onomic activities located at pu blic tr ansport nodes. This results in a co mpact city form, which can then be defi ned as a network of these neighbourhoods, each with its ow n parks and public spaces and accom- modating a diversity of overlapping private and public activities [11] subject to the distance between the facilities. In this sense, urb an form is subject to two core forces that are responsible for this cha nge in the urb an env ironment: (1) force of containment, a centripetal force ensuring the compactness of the city, driven by accessibility, entertainment, social life and integration; and (2) force of sprawl, a centrifugal force resulting in the expansion of the city, driven by costs of land, individual privacy, open spaces, cor- ridor developments and improving tra nsportation means. The reality in many dev eloping countries illustrates fragmented and dispersed urb an form, as a result of urb an sprawl and uncontrolled dev elopment. The dis- persed urb an growth is believed to have many adverse fi nancial, social and envi- ronmental impacts, and it is believed not to be sustainable in the medium to longer term [12]. Local authorities thus drive the com pact-city approach, in search of the increased urb an performance that will result from the com pact-city urb an form, not questioning the relevance of the Eur opean vision of compact urb an form within dev eloping countries, or the effectiveness thereof in the modern (technology and tra nsport-orientated) urb an environments. Urb an form is still guided in most cit ies, by the compaction approach, implemented and managed by means of gro wth man- agement tools to limited urb an growth between set boundaries, with the objective of cre ating the ideal and sus tainable urb an form.
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