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Mission Report the City of Cape Town and Its Port

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Mission Report the City of Cape Town and Its Port Mission Report The city of Cape Town and its port : spaces and institutionnal relationships The port of Cape Town seen from Signal Hill Bénédicte Busquet Adrien Simorre Abstract : Cape Town shows a unique port-city relationship in a country of the global South. As it developed around its port activities, it turned its back against it after World War II, while the port remained a few meters away from the growing economic heart of the city. More recently the relationship has been re-taken into consideration by local and national authorities with among other thing the remarkable rejuvenation of the old port’s basins that pleases all the actors that were involved in the project. Indeed it is highly profitable and has positive effects on the image of the city. Numerous other projects are currently studied for a better interaction between urban and port spaces. The two largest docks are still very separated from the city center that they are nevertheless facing. These projects have to deal with two things: the functional requirements of a commercial port which has defined logistic limits (storage capacity, congestion issues) but wishes to pursue its development, and the city which acknowledges the potential of the intermediary spaces it shares with the port that are now little or badly exploited. Résumé : La ville du Cap est un cas unique en terme de relation ville/port dans un pays du Sud. Alors qu’elle s’est construite autour de ses activités portuaires, celle-ci a tourné le dos à son port dans l’après-guerre, pourtant à quelques centaines de mètres du cœur économique de la ville. Récemment, cette relation a été prise en compte par les autorités locales et nationales, avec notamment le réaménagement remarquable des anciens bassins portuaires, qui contente aujourd’hui la plupart des acteurs au regard de sa rentabilité et de ses effets positifs en terme d’image. De nombreux projets sont aujourd’hui à l’étude pour une plus forte interaction entre les espaces urbains et portuaires, car les deux plus grands docks du port sont encore nettement coupés du centre-ville, auquel ils font pourtant face. Ces projets doivent ainsi composer avec les exigences fonctionnelles d’un port commercial, qui atteint certaines limites logistiques (capacités d’accueil, problèmes de congestion) mais souhaite poursuivre son développement, et celles de la ville, qui réalise le potentiel des espaces intermédiaires pour l’instant peu ou mal utilisés. – 2 – TABLE OF CONTENTS Introduction History of the port/city relationship The City of Cape Town and the Challenges it is facing I. Governance particularities of Cape Town: 1. Transnet and its national strategy 2. The port of Cape Town: an average-sized port at the country’s scale but essential to local development II. Inventory of fixtures: the diversity of spaces between the port and the city in Cape Town 1. The CBD, cut from the commercial port 2. The re-integration of the old port’s basins: an economic and touristic succes 3. Industrial spaces and unused brownfields III. Which relationship for which type of port city 1. The consensus for a port integrated to the city 2. A dialogue to consolidate Conclusion SOMMAIRE Introduction Historique de la relation ville/port La ville du Cap et ses challenges I. La particularité de la gouvernance du port du Cap : 1. Transnet et sa stratégie nationale : 2. Le port du Cap : un port moyen au niveau national mais essentiel au développement local : II. L’état des lieux : la diversité des espaces ville/port au Cap : 1. Le CBD coupé du port commercial : 2. La réintégration des anciens bassins portuaires : une réussite économique et touristique : 3. Les espaces industriels et les friches non utilisées : III. Quelle relation pour quel type de ville portuaire : 1.Un consensus pour un port intégré à la ville : 2. Un dialogue à consolider Conclusion – 3 – Introduction History of the port/city relationship Often promoted as the « gateway to South Africa », the City of Cape Town’s history is not dissociable from the one of its port, which gave the city a particular trajectory compared to the rest of the country. Although Table Bay has been inhabited since over ten thousand years, it acquired an international dimension only from 1652 by becoming a a food supply and provision stop for the Dutch ships of the Dutch East India Company. Other colonial powers then realized the strategic position of the city located a few kilometres away from the Cape of Good Hope. For a long time the city became the theatre of fights for the control of the bay between the British, the Dutch and the French. From 1806, Great-Britain finally gained lasting control over the port. At this point, the city only counts fifteen thousand inhabitants of which a majority are slaves. The port of Cape Town nevertheless remained the only South-african port originally built by the Dutch which makes it different from the others. South-Africa was still fragmented between British and Dutch estates. The city had to wait until the end of the Second Boers War (1899-1902) to become part of the new South-African Union, that counted other ports. The exponential growth of maritime commerce at the end of the XIXth century and the discovery of diamonds in the country led to an strong and quick increase in population. But it is mostly after the end of World War II that the port-city drastically grows. The city’s industrial development is then intimately linked to the development of port activities. This synergy enables the importation of raw materials and the exportation of finished products. Benefiting from this the textile industry experiences a high growth rate. The quality of port infrastructures enables as well quick exportation of natural and agricultural resources of the region such as fruits and wine. After the 1950 Group Areas Act, the city of Cape Town is divided along the supposed race of its inhabitants. The access to some neighbourhoods is formally denied to coloured and black populations. Most of the areas located next to the shore such as Simon’s Town, Sea Point were exclusively dedicated to whites with displacements occurring if a coloured neighbourhood was too close to white areas like it was the case in District Six. The emerging CBD, located just in front of the commercial port is reserved and developed by whites. Fig.1 Table Bay before and after 1945 – 4 – As Fig.1 shows, the port of Cape Town’s development beyond the Victoria and Alfred basins (the first ones) was based on the reclamation of important pieces of land from the sea. By 1945, the outline of the Duncan Dock was completed. Later on was built the Ben Schoeman Dock to accommodate the shift to containerized goods transport. The City of Cape Town and the Challenges it is facing Often mentioned in local authorities’ reports, this history of Cape Town and its port enables to understand the main challenges faced by the city nowadays. Cape Town has now expanded far beyond Table Bay and the port is small in scale compared to the metropolitan area (Fig.2). It is however very central and occupied extremely valuable land, next to the historic city centre which has the best views on the mountains. However, density is very low as a consequence of the apartheid system defined thanks to natural barriers such as mountains and bays and man-made infrastructure like roads axis. It led to the creation of a city with different centres and a multi-nodal economy. Cape Town is as well the legislative capital of the country and the capital of the Western Cape Province. Fig.2 Cape Town Metropolitan area and location of the port within it The port of Cape Town (as shows Fig.3) has a moderate activity at the world level. It is however the second container port in South-Africa after Durban and is strategically located at the junction between the Atlantic and the Indian Ocean, and there few ports in the southern-west coast of the African Continent. – 5 – Fig.3 Container Port Trajectory 2000-2009 (Source: OCDE) The commercial port and its operation belong to branches of Transnet Ltd, a limited liability company historically linked to the national government. It is one of the eight ports part of the national system. Transnet Ltd is also in charge of other major national infrastructures: rail and pipelines for gas and oil. On the other side, the city government possesses the competencies for most of the features of urban governance (apart from the airport or roads for instance, that belong to other national authorities), along with the Western Cape government serving the interest of the province, of which the City of Cape Town constitute most of the economy (above 70%). Both of these governments are currently led by the Democratic Alliance, the center-right opposition to the African National Congress party which is widely represented in the rest of the country and at the head of the national government. The history of Cape Town and its port, their development as well as the different authorities governing the local infrastructure and their relationships with one another are essential to understand the way Cape Town works as a port-city and can provide interesting insights on how space is used in this particular kind of metropolitan area. This is what this paper will focus on. We will attempt to answer the following questions: Is the governance competition between several institutions necessarily leading to a lack of collaboration? How can we understand the apparent weakness of the port-city relationship and the success of projects such the development of an attractive waterfront? – 6 – I.
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