How have post-apartheid urban planning and transport policies reinforced spatial inequalities in South African cities, and what are the implications for mobility, access and inclusive economic growth? Sustainability advocate and consultant Gordon Laing discusses practical, measurable steps towards a more equitable mobility future.
How do post-apartheid-era approaches continue to shape mobility in South African cities, and what are the implications for access, productivity and inclusive economic growth?
South Africa is widely recognised as one of the most unequal societies in the world. This is strongly reflected in our cities and towns, where urban development and transport planning continue to reinforce spatial inequality. Low-income communities are often located on the periphery, far from commercial activities and opportunities. Developers, focused on cheap land and permissive planning regimes, continue to build on the urban edge, entrenching car dependency and incurring the long-term costs of service provision.
What would meaningful integration look like if implemented at scale – across transport modes, land use and social equity?
Glenn Lyons and co-authors discuss in their Triple Access Planning handbook the ‘triple-access’ blueprint for transforming transport from being exclusionary to supporting the Just Transition. Triple access comprises proximity (living near essential services, public transport and jobs); digital access (ability to connect remotely) and mobility (reaching services and opportunities). In South Africa, this framework is especially relevant. It encourages planners and businesses to think beyond transport – considering how digital infrastructure, remote working and local development reduce travel burdens and expand opportunities. Companies can play a role by investing in township-based digital hubs and co-working spaces, supporting remote work, and partnering with municipalities to develop mixed-use precincts that bring jobs and services closer to people.
You’ve drawn a clear distinction between green and sustainable transport. Why is this difference so important for long-term planning and investment, and what are the risks of focusing only on technological fixes or emissions?
Current approaches often reinforce urban sprawl. Expanding roads to ease congestion and investing in ‘green transport’ technologies may reduce emissions, but rarely improve access to opportunities for all. Electric vehicles, smart highways and cleaner fuels are not a substitute for inclusive mobility and do not assist in realising our developmental agenda. A truly sustainable transport system must ask: who benefits, who gets left behind and how do we ensure that our urban and transport planning and implementation connect people to opportunity effectively, efficiently, affordably and safely?
Briefly explain the ‘Enable-Avoid-Shift-Improve’ (EASI) model and explain why ‘Avoid’ and ‘Shift’ strategies are essential in the South African context. What are the implications of prioritising ‘Improve’ at the expense of systemic transformation?
The Africa Transport Policy Program (SSATP) developed the EASI framework to help African countries design strategies and policies that unlock the benefits of a well-functioning transport sector. ‘Enable’ focuses on building effective, well-governed transport systems. In South Africa, ‘Avoid’ and ‘Shift’ are especially important: ‘Avoid’ seeks to reduce unnecessary motorised trips through decentralised business operations and mixed-use zoning, while ‘Shift’ encourages the use of low-carbon travel modes like walking, cycling, public transport and ride sharing. If we prioritise ‘Improve’ – for example, by upgrading vehicle fleets – without also implementing ‘Avoid’ and ‘Shift’ strategies, we risk missing out on deeper, systemic transformation, as this approach may only deliver incremental change and fail to address the root causes of unsustainable transport patterns and impacts.
What role can multi-sector partnerships play in reimagining how people and goods move in our cities?
The ‘15-minute city’ approach envisions precincts designed so that residents can access good public transport, work, education, social services, shopping and recreation within a 15-minute walk or cycle. In South Africa, this requires rethinking township development – not as dormitory suburbs, but as self-sufficient urban nodes. This also challenges peripheral development, urban sprawl and longer-term infrastructure costs. Business partnerships can help develop commercial and service hubs in underserved areas, ensure new developments include affordable accommodation and pressure municipalities to revise zoning laws and support densification.
What role can the private sector play in aligning local and national policy with sustainable transport goals?
Businesses can play a role by using procurement and investment decisions to reward progressive municipalities. They should also participate in integrated development planning forums and public consultations to support integrated access and land-use planning, as well as enhance government capacity-building through partnerships and knowledge exchange.
For companies committed to long-term change, where should they begin – and how can they measure success in a way that aligns with ESG, B-BBEE or shared-value outcomes?
Access is not only a technical challenge. It is a social, economic and environmental imperative. Ensuring access for the most vulnerable benefits everyone. Business is not just a user but a powerful shaper of transport systems. Through investment, procurement and advocacy, companies can accelerate sustainable transport and inclusive access. They should conduct access audits to understand employee and customer travel patterns, embed access equity into their environmental, social and governance (ESG) and broad-based black economic empowerment (B-BBEE) strategies, and measure success in terms of access, safety and commute time – not just emissions.
Looking ahead to 2030–2050, what bold policy shifts should businesses champion to help accelerate systemic mobility reform?
The concepts outlined here require bold leadership – with business playing a key role as a co-architect of change. Businesses can, for example, join coalitions that advocate for mobility credits for low-income commuters, commuting levies to fund public access systems and transferable development rights to incentivise densification.
Gordon Laing | Sustainability advocate and consultant | gordon.laing@gmail.com | www.linkedin.com/in/lainggordon/
