View/Open - University of Zululand Institutional Repository
View/Open - University of Zululand Institutional Repository View/Open - University of Zululand Institutional Repository
Thus it takes no account ofthe mixture offunctions that result from the reluctance ofpeople to move. In observed pattern ofoccupation, therefore, each zone has a mixture of functions all in some way able to afford the same scale ofrent. Thus industry may find itself cheek by jowl with the poorest (immigrants) sector of the community who, because they live in overcrowded, multiple-occupancy dwellings, together pay quite high rents. One particularly characteristic association ofolder, often decaying, industry and housing - which includes not only immigrants and those without families, but also less socially acceptable occupations such as prostitution (Knapp, 1986; www.tiscali.co.uk/reference/encvclopaedia, 2008). Kim's Integrated Urban Systems Model for Chicago fwww.tmip.fhwa.dot.gov/contacts. (2007)] offers a complex if computationally tractable model with strong ties back to urban economic principles. The model offers a general equilibrium solution between the demand for and supply of transportation and activity locations in the strict economic sense. It also determines prices endogenously, if in a different way [www.tmip.fhwadot.gov/contacts. (2007)]. This model is selected for presentation here at this stage in this study of Ulundi because it shows the strong linkages to the inter-regional input-output modelling adopted by the study, while being further formulated within a single mathematical programming framework. There is also common thread of economic derivative in both models of Kim and Burgress. These two models present a clearer understanding of the market orientated perspective within the framework of land use zones in Ulundi. 2.4.1.2 The sector model In 1939, an urban land economist known as Hoyt published the results ofhis research that had been concerned with location of the high-income residential areas of a large number of American cities (Rix et al.. 1987). The difficulty with the concentric model is its rigid geometric pattern; in detail it becomes increasingly unsatisfactory as a model in describing real cities. For example, it does not recognize the effect oftransport networks. People tend to decide on where to live in terms of distance as well as time. It takes less time to travel by major through-routes than by side roads, zones. 37
Zones and sectors tend to distort from circles into star shapes, with extensions occurring along major roads and railways. However important time oftravel may be to the commuter, it has even greater importance for industry. Factories are much more reliable to locate near main lines of communication than in the relatively inaccessible areas between. Inevitably, therefore a pattern of sectors forms, with industry occupying positions near route-ways. In such positions firms minimize the time taken in reaching both other parts ofthe same city and distant cities; the distance between factories is also at a minimum. This becomes especially important for those factories that supply others with components (ones that have a high degree of linkage). As industry tends to become clustered, so other functions likewise concentrate into sectors or wedges. Each sector can be expected to grow outwards by 'welding on' related functions. For example, once a housing sector has become established as high-class, sites adjacent to the established area will become expensive as builders ofnew houses attempt to capitalise on its reputation. Hoyt's sector model structure is dynamic; as the city expands, so the sectors also will expand, outwards. There are thus some similarities between the concentric and sector models; although functions may segregate into sectors, each sector grows outward, so the pattern of age of the buildings is concentric (Knapp, 1986; www.dknet.lineone.netJreference/encyclopaedia/hutchinson, 2008). In a nutshell, the Hoyt's model modified that of Burgess following the development ofpublic transport. His model suggests that transport and physical features were important, with industrial areas developing outwards in sectors along main transport routes (roads, rivers and canals) and housing growing up around these [www.geobytesgcse.blogspot.com. (2007)]. Cambridge is a good example of a city with distinct urban land use zones. The city dates back to Roman times and has steadily grown up as an important trading centre and an important University town. The coming of the railways in 1845 was one of the most important developments in the growth of Cambridge. In the 20 th Century, the population grew even faster and houses were built along the main roads which converged on Cambridge. This is known as ribbon development [http://www.uncc.edu, (2007)]. The similarities and parallels to be drawn from the sector model, are whether there is any link with a place such as Ulundi, the study area. This study seeks to provide an opportunity to 38
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Thus it takes no account <strong>of</strong>the mixture <strong>of</strong>functions that result from the reluctance <strong>of</strong>people<br />
to move. In observed pattern <strong>of</strong>occupation, therefore, each zone has a mixture <strong>of</strong> functions<br />
all in some way able to afford the same scale <strong>of</strong>rent. Thus industry may find itself cheek by<br />
jowl with the poorest (immigrants) sector <strong>of</strong> the community who, because they live in<br />
overcrowded, multiple-occupancy dwellings, together pay quite high rents. One particularly<br />
characteristic association <strong>of</strong>older, <strong>of</strong>ten decaying, industry and housing - which includes not<br />
only immigrants and those without families, but also less socially acceptable occupations such<br />
as prostitution (Knapp, 1986; www.tiscali.co.uk/reference/encvclopaedia, 2008).<br />
Kim's Integrated Urban Systems Model for Chicago fwww.tmip.fhwa.dot.gov/contacts.<br />
(2007)] <strong>of</strong>fers a complex if computationally tractable model with strong ties back to urban<br />
economic principles. The model <strong>of</strong>fers a general equilibrium solution between the demand<br />
for and supply <strong>of</strong> transportation and activity locations in the strict economic sense. It also<br />
determines prices endogenously, if in a different way [www.tmip.fhwadot.gov/contacts.<br />
(2007)].<br />
This model is selected for presentation here at this stage in this study <strong>of</strong> Ulundi because it<br />
shows the strong linkages to the inter-regional input-output modelling adopted by the study,<br />
while being further formulated within a single mathematical programming framework. There<br />
is also common thread <strong>of</strong> economic derivative in both models <strong>of</strong> Kim and Burgress. These<br />
two models present a clearer understanding <strong>of</strong> the market orientated perspective within the<br />
framework <strong>of</strong> land use zones in Ulundi.<br />
2.4.1.2 The sector model<br />
In 1939, an urban land economist known as Hoyt published the results <strong>of</strong>his research that had<br />
been concerned with location <strong>of</strong> the high-income residential areas <strong>of</strong> a large number <strong>of</strong><br />
American cities (Rix et al.. 1987). The difficulty with the concentric model is its rigid<br />
geometric pattern; in detail it becomes increasingly unsatisfactory as a model in describing<br />
real cities. For example, it does not recognize the effect <strong>of</strong>transport networks. People tend to<br />
decide on where to live in terms <strong>of</strong> distance as well as time. It takes less time to travel by<br />
major through-routes than by side roads, zones.<br />
37