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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.
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