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The use of corridor development as a strategic and supporting instrument towards the development of national space economies
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One of the key concepts underlying the science of spatial planning refers to the role of development corridors as a planning instrument to potentially restructure economic space. Although strong evidence exist that corridors are regarded as important spatial development instruments that channel economic development, counter-arguments indicate the need for more diversified strategies at a regional/national level, as well as a greater awareness of agglomeration economies to allow for the integration of corridors as strategic and supporting networks. The aim of this research document is to establish the relevant spatial framework through which corridor development, can be integrated as strategic and supporting networks to support the notion of ‘sustainable spatial and settlement planning’. A Regional Corridor Model (RCM) will be proposed. Based on the empirical research, regional/national government could, through the RCM, develop a realistic spatial perspective on long-term settlement patterns and investment opportunities which could transform economic space development and seek to connect the potential of urban systems in economic development.
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... These interregional spillovers support the notion of network linkages, also referred to in the contemporary as development corridors that still plays a key role in economic space development (Brand, 2017). In support of corridors, numerous approaches and concepts as to the delineation of regions for various purposes have been dealt with since the Second World War. ...
... Although scholars such as Friedmann (1972), Tuppen (1977), Geyer (1988), Andersen and Burnett (1998), Arvis (2011), Buiter and Rahbari (2011), Henning and Saggau (2012), Srivastava (2012), Brunner (2013) and Brand (2017) put forward various ideas and considerations of what constitute as a development corridor, evidence from their works revealed two prominent characteristics: (1) there is a link between nodes which provides access to different levels of economic opportunities and (2) the intensity of economic development at nodes varies in size and dominance. Although scholars such as Geyer (1988) and Druce (1997) distinguished the fundamental attributes and properties relating to development corridors, Gottmann (1961) and Whebell (1969) initially hypostasised the term corridor. ...
... Yeates (1984), Geyer (1988) and Druce (1997), allocated the following conditions as fundamental attributes and properties to development corridors, namely (1) corridors must have a vibrant development centre or node at both ends, with an axis linking the two centres; and (2) the centres or nodes must be mutually dependent, in order to support the flow of economic activities along the axis. Besides Geyer (1988) and Druce (1997) observations, Brand (2017) alluded to the notion that corridors are also dependent on a highly developed centre or node that extends the flow of economic activities along multiple axes, i.e. highly developed node interacting with a multiple of less developed nodes creating the potential for further development and growth. Figures 1 and 2 show the fundamental attributes and properties connecting different development centres. ...
One of the key concepts underlying the science of spatial planning refers to the role of development corridors as a planning instrument to potentially restructure economic space. Although strong evidence exists that corridors are regarded as important spatial development instruments that channel economic development, counter-arguments indicate the need for more diversified strategies at regional and national levels, as well as a greater awareness of agglomeration economies to allow for the integration of corridors as strategic and supporting networks. Drawing on fundamental literature, a regional corridor model was developed with the aim to establish a spatial framework through which corridor development can be integrated as strategic and supporting networks to support the notion of ‘ sustainable spatial- and settlement planning’, i.e. the appropriate compilation and administration of policies affecting spatial organisation at local, regional and national levels. Based on the empirical research, regional and national governments could, through the RCM, develop a realistic spatial perspective on long-term settlement patterns and investment opportunities which could transform economic space development and seek to connect the potential of urban systems in economic development.
... These interregional spillovers support the notion of network linkages, also referred to in the contemporary as development corridors that still plays a key role in economic space development (Brand, 2017). In support of corridors, numerous approaches and concepts as to the delineation of regions for various purposes have been dealt with since the Second World War. ...
... Although scholars such as Friedmann (1972), Tuppen (1977), Geyer (1988), Andersen and Burnett (1998), Arvis (2011), Buiter and Rahbari (2011), Henning and Saggau (2012), Srivastava (2012), Brunner (2013) and Brand (2017) put forward various ideas and considerations of what constitute as a development corridor, evidence from their works revealed two prominent characteristics: (1) there is a link between nodes which provides access to different levels of economic opportunities and (2) the intensity of economic development at nodes varies in size and dominance. Although scholars such as Geyer (1988) and Druce (1997) distinguished the fundamental attributes and properties relating to development corridors, Gottmann (1961) and Whebell (1969) initially hypostasised the term corridor. ...
... Yeates (1984), Geyer (1988) and Druce (1997), allocated the following conditions as fundamental attributes and properties to development corridors, namely (1) corridors must have a vibrant development centre or node at both ends, with an axis linking the two centres; and (2) the centres or nodes must be mutually dependent, in order to support the flow of economic activities along the axis. Besides Geyer (1988) and Druce (1997) observations, Brand (2017) alluded to the notion that corridors are also dependent on a highly developed centre or node that extends the flow of economic activities along multiple axes, i.e. highly developed node interacting with a multiple of less developed nodes creating the potential for further development and growth. Figures 1 and 2 show the fundamental attributes and properties connecting different development centres. ...
One of the key concepts underlying the science of spatial planning refers to the role of development corridors as a planning instrument to potentially restructure economic space. Although strong evidence exists that corridors are regarded as important spatial development instruments that channel economic development, counter-arguments indicate the need for more diversified strategies at regional and national levels, as well as a greater awareness of agglomeration economies to allow for the integration of corridors as strategic and supporting networks. Drawing on fundamental literature, a regional corridor model was developed with the aim to establish a spatial framework through which corridor development can be integrated as strategic and supporting networks to support the notion of ‘sustainable spatial- and settlement planning’, i.e. the appropriate compilation and administration of policies affecting spatial organisation at local, regional and national levels. Based on the empirical research, regional and national governments could, through the RCM, develop a realistic spatial perspective on long-term settlement patterns and investment opportunities which could transform economic space development and seek to connect the potential of urban systems in economic development.
... According to Batten (1994), networks evolve and grow when independent cities or regions that are complementary in function, strive to co-operate and achieve significant scope economies aided by fast and reliable Fig. 1 Networks. Source: Brand (2017) infrastructure. When considering the principles of locational theories (central place, diffusion, new economic geography and core-periphery), some of these networks are more powerful than others, creating higher and lower-order settlements which support the outcomes of economic space development and cities as sites of renewed economic dynamism. ...
... Policies that played a major role were the Reconstruction and Development Programme (RDP) adopted in 1995 which was considered the cornerstone of government development; the Growth, Employment and Redistribution (GEAR) strategy adopted in 1996 to stimulate faster economic growth; the Accelerated and Shared Growth Initiative for South Africa (ASGISA) adopted in 2005 as a further development on the first two developmental strategies; the New Growth Path (GNP) adopted in 2010 to accelerate economic growth to rapidly reduce poverty, unemployment and inequality; and the National Development Plan (NDP)-2030 introduced in 2013 as South Africa's long-term socio-economic development roadmap i.e. emphasises the beginning of a new focus on strategic planning for South Africa. Brand (2017) when considering Schoeman's (2015) classification of the current and most important policy frameworks, argued that although many of these policies are standing on the periphery of planning systems, only a few are at the core when considering strategies about how to best manage the country's future. In his view policy frameworks that strongly interface with the NDP are (1) the National Infrastructure Plan (NIP), which envisions a long-term planning framework for investment in major strategic infrastructure projects; (2) the Industrial Policy Action Plan (IPAD), which introduces Specific Economic Zones (SEZs) as a tool to assist in the economic development of regions; (3) the National Transport Master Plan (NATMAP), which envisions a dynamic, long-term, sustainable land-use and multimodal (road, rail, air and sea) transportation systems framework for the development of network infrastructure facilities; (4) the Integrated Urban Development Framework (IUDF), which unlocks development synergies that emanate from coordinated investments in cities, thereby ensuring a new approach for South African cities and towns; and (5) the Spatial Planning and Land Use Management (SPLUMA), which brings together through the development of Spatial Development Frameworks (SDFs) promoted at a national, provincial, local and district level, the collective vision of government, businesses, and civil society to promote social and economic inclusion. ...
... In his view policy frameworks that strongly interface with the NDP are (1) the National Infrastructure Plan (NIP), which envisions a long-term planning framework for investment in major strategic infrastructure projects; (2) the Industrial Policy Action Plan (IPAD), which introduces Specific Economic Zones (SEZs) as a tool to assist in the economic development of regions; (3) the National Transport Master Plan (NATMAP), which envisions a dynamic, long-term, sustainable land-use and multimodal (road, rail, air and sea) transportation systems framework for the development of network infrastructure facilities; (4) the Integrated Urban Development Framework (IUDF), which unlocks development synergies that emanate from coordinated investments in cities, thereby ensuring a new approach for South African cities and towns; and (5) the Spatial Planning and Land Use Management (SPLUMA), which brings together through the development of Spatial Development Frameworks (SDFs) promoted at a national, provincial, local and district level, the collective vision of government, businesses, and civil society to promote social and economic inclusion. Brand (2017) in his assessment of the above policies concluded that the IUDF and SDFs foster the vision of spatially and economically integrate centres that will provide economic opportunities. Drewes and Van Aswegen (2013) argued that the development of SDFs is to ensure that all plans and programmes are coordinated, consistent and in harmony with each other, i.e. ...
Settlements, cities and regions function as integrated systems. This resulted in the creation of functional connections and when linked, networks within which trade occurred. This played an important role in the creation of scope economies. This is based on the notion that various networks formed a unique exchange environment from which economic development benefitted. Furthermore, networks evolve and grow when independent cities or regions strive to co-operate and in the process created higher and lower-order settlements which support the outcomes of economic space development and cities as sites of renewed economic dynamism. Networks consist of two important elements: (1) nodes, denoting location and size and (2) links, denoting distance and capacity that display the forces of interaction. These forces of interaction are the underlying principles of the complex relationships that exist between different urban centres (gravitational properties) due to the agglomeration of economic activities. Applying a regional network model, considering gravitational properties provides a solution, whereby a city’s functionality within a network is established. The model provides a framework denoting a city’s rise in performance as either mega, primary, secondary or intermediate which ultimately measures a city’s role and ‘place’ within economic space development. The framework allows cities to realise their ‘place’ of potential allowing them to respond proactively and innovatively to develop and promote economic development.
... Brand [11] alluded to the notion that settlements or cities are classified into various functional types. According to him, these functions are generally referred to as -central functions‖ and the characteristics of central functions such as, the number and types of commercial, industrial and service functions, ultimately determine the city's position within the hierarchy of cities, which also determines the city's place of performance and dominance. ...
... The linking of cities not only improves the operational and economic efficiency of a city, region or country, in addition, it creates a myriad of new economic opportunities. More specifically, it creates an integrated network of systems that support the flow of goods, improved infrastructure, increased and more efficient interactions and expanded business involvement, advancing economic integration [11]. ...
Cities are playing an increasingly important role in the development and growth of countries. A country's growth and prosperity is largely dependent on the efficient functioning of its cities. The reliance of countries on the ability of their cities to perform crucial central functions, for national growth, continues to rise. South Africa has a long-standing network of cities, towns and localities. These have developed and become hierarchised over the course of history during which population settlements and their distribution have been influenced by colonisation, segregation, industrialisation and globalisation. Since 1911, South Africa has undergone an extended phase of intense urban growth, with areas such as Johannesburg, Cape Town and eThekwini (Durban) agglomerating into dominating economic spaces. There are, however, no universally accepted, distinct criteria that constitute the general characteristics of secondary cities. The common assumption is that secondary cities are those cities that find themselves below the apex of what are considered primary cities. Furthermore, internationally, secondary cities appear to be considered as important catalysts for balanced and dispersed economic growth. In the South African context, the notion of what constitutes secondary cities is to a large extent underdeveloped. The aim of the paper is to appraise interconnected regional networks as a differentiated and novel outlook when determining secondary cities in South Africa. What is evident from the paper is that there are different potential alternatives with which to portray secondary cities.
... It is also evident that countries' course of action towards development corridors is supply-driven with the view to create an overarching transport solution (physical connections) that will automatically translate into economic growth. Brand andDrewes (2019, 2023a), on the other hand, demonstrated that development corridors also provide for nonphysical connections such as the sphere of influence or connectivity strength between places. According to them, as illustrated in Figures 5.2 and 5.3, development corridors linked to well-developed transportation routes are limited in advancing economic integration. ...
... It is also evident that countries' course of action towards development corridors is supply-driven with the view to create an overarching transport solution (physical connections) that will automatically translate into economic growth. Brand andDrewes (2019, 2023a), on the other hand, demonstrated that development corridors also provide for nonphysical connections such as the sphere of influence or connectivity strength between places. According to them, as illustrated in Figures 5.2 and 5.3, development corridors linked to well-developed transportation routes are limited in advancing economic integration. ...
The chapter aims to rationalize the justification of scientific reasoning (spatial and multimodal) when employing economic development corridors to pursue strategies towards cohesion and development within Regional Economic Communities (RECs) such as SADC.
... SDFs are the collective vision of government, businesses, and civil society to promote economic and social inclusion. These policies and legislation provide guidelines relating to spatial development, whether it is at a national, provincial, regional, or local level [31]. ...
The primary roles of the South African National Defence Force (SANDF) are to protect and advance South Africa’s strategic interests through the promotion of security and stability, and to provide military capabilities to defend South Africa and its national interests. The South African Air Force (SAAF), as an entity of the SANDF, is mandated to defend South Africa’s airspace from unfriendly or unauthorised incursions. Noise emission and aviation safety, as products of air traffic movement, generate distinct spatial footprints. The productivity of an airbase can be negated if the unity between these footprints and the immediate built environment is not appropriately directed and managed. This can ultimately compromise an airbase’s mission readiness. This paper, with Airbase Waterkloof (which represents the largest military operational support base within South Africa) as a case study, investigates the degree of unity that exists between an airbase and its surrounding urban environment. The paper specifically focuses on the spatial footprints generated by noise emission and aviation safety as products of air traffic movement, and the legislative measures that prevail between the SANDF, SAAF, and National and Local Governments. The findings reflect that legislative measures are clearly defined, and jurisdiction is distinctively delineated. However, the integration and mitigation of matters around noise and aviation safety are perpetrated through a process of internal policies and regulations and public participation, which is not adequate when striving to attain harmony between an airbase and the surrounding built environment.
Apartheid's impact on South Africa's urban spatial patterns persists, resulting in spatial fragmentation and inequality. Unsustainable urban sprawl exacerbates challenges related to economic access. To address said challenges, the City of Johannesburg (CoJ) implemented the Corridors of Freedom (CoF) initiative, emphasising economic inclusion. Amid substantial public sector investment, the initiative prioritised the Louis Botha Development Corridor (LBDC) to create a dense, mixed-use, walkable urban environment. However, limited research investigated the LBDC's impact from an economic access perspective. This study investigates how the LBDC has improved economic access and provides policy insights for urban areas in South Africa, within the conceptual framework of transit-oriented development (TOD) and development corridors. A quantitative research approach using Network Analyst reveals that the Rea Vaya Bus Rapid Transit (BRT) system increased economic access by 16% compared to other LBDC transport services. This study demonstrates the potential of the dual implementation of TOD and development corridors to foster economic access in the study area and concludes with policy recommendations centred on cross-departmental collaboration, feasibility studies and risk allocation, location-based criteria and transit accessibility targets, transit-oriented design guidelines, and integrated transport systems.
South Africa adopted a National Development Plan [NDP] (2013) referred to in the National Spatial Development Framework [NSDF] (2019) as a ‘super plan’ to transform national space economy and in the process disrupt the Apartheid spatial logic. The South African National government adopted a series of acts and policies; sector plans and programmes; and strategic infrastructure investment programmes to eliminate the triple challenges of inequality, unemployment and poverty. This requires a strategic response, including a reorientation of selecting certain cities or regions as preferred locations to create development opportunities. Such a strategic response would require justifiable spatial solutions that can promote economic development. The article focusses on development corridors as a potential solution elevating the importance of regional attractiveness as essential for economic growth. It is anticipated that the evolution of development corridors will result in, on the one hand, the strengthening of cities and regional centres linked to the benefits exerted by corridors and, on the other hand, strong intra-national and inter-regional economic integration. The article concludes that development corridors are created to seek development opportunities thereby increasing the spatial attractiveness of regions and cities that may provide for better economic spaces in South Africa.
Innovation activity and knowledge diffusion are key development factors in territorial growth poles and crucial, but not enough stressed in the original growth pole theory. In the article thoughts of the authors of the original growth pole theory connected with knowledge and innovation are presented. The original theory is than adjusted to the modern requirements of the knowledge based economy by presentation of the model of territorial growth pole as a system of development factors and analysis of the real impact of theoretical development factors on economic growth based on literature review.
The authors show how a common approach that emphasizes the three-way interaction among increasing returns, transportation costs, and the movement of productive factors can be applied to a wide range of issues in urban, regional, and international economics.
Since 1990 there has been a renaissance of theoretical and empirical work on the spatial aspects of the economy—that is, where economic activity occurs and why. Using new tools—in particular, modeling techniques developed to analyze industrial organization, international trade, and economic growth—this "new economic geography" has emerged as one of the most exciting areas of contemporary economics.
The authors show how seemingly disparate models reflect a few basic themes, and in so doing they develop a common "grammar" for discussing a variety of issues. They show how a common approach that emphasizes the three-way interaction among increasing returns, transportation costs, and the movement of productive factors can be applied to a wide range of issues in urban, regional, and international economics. This book is the first to provide a sound and unified explanation of the existence of large economic agglomerations at various spatial scales.