An attempt is made to clarify some of the confusion about the notion of accessibility by examining the limitations, strengths, and conceptual bases of distance, topological, gravity, and cumulative-opportunity measures of accessibility. In their aggregate and disaggregate states the measures are practical, enabling measurement into the future and measurement with a minimum of data, but the assumptions that all nodes are potential destinations and that all origins are known severely restrict the meaning and uses of the measures. Time—space measures of accessibility do not make these assumptions although they are data hungry, retrospective, and share with the other measures the narrow conception of accessibility as a property of the built environment. It is proposed that accessibility be thought of as a vacancy in an activity routine and that it be measured in terms of the disruption involved in creating it.
This essay reflects on the desirability and possibility of fashioning a concept of spatial justice from notions of social justice and territorial social justice. The contested meaning, rival formulations, and uncertain status of social justice form a cloudy and dissuasive foundation. The appeal of evaluations of locational justice steers investigation towards new spatial referents for justice and the prospect of principles of spatial justice. However, it seems that in the term ‘spatial justice’ the prefix can only denote concept context and not concept content. Conceptualising space as a social product rather than as a context for society may yield a substantive concept of spatial justice.
Central Cape Town is no longer a tawdry, unsafe provincial enclave of day-time office workers, commuter shoppers and public administrators. After the decline since the 1980s due to suburban flight, a private-public partnership has improved the downtown's state and image. Capitalising on spectacular heritage and location, property developers have been transforming work, residential and leisure spaces. Massive private investment in new and converted buildings, and in public space, is reconfiguring the old central business district (CBD) into a post-modern space of high-end production, service and consumption that is aestheticised, commoditised and historicised. Investors, young professionals, day visitors and tourists benefit more than the peripheral metropolitan majority. Despite inclusive rhetoric, the Africanisation of post-apartheid central Cape Town is less evident than its 'glocalisation'.
In the first decade of democratic rule in South Africa scheduled commercial passenger flights across the countryÕs borders more than doubled. Additional flights served new African air passenger markets and secondary airports in established markets. Overseas flights increased more slowly, serving a diminishing number of overseas countries and cities. In 1994 the Republic was linked directly by air with more overseas than African countries and cities; within a decade the pattern reversed. The changing geography of South AfricaÕs international air links reflects developments in the international airline industry, and South AfricaÕs increasingly prominent political and commercial role in Africa.
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