Abstract:
Changes in consumption behaviour and consumption priorities present fertile ground to postulate different, more future-proofed forms of retail architecture. Considering the spectrum of retail interface; from e-commerce (extra convenient/fast) at one end to ‘retailtainment’ (extra experiential/ lasting) at the opposite end; emerging patterns indicate less demand for midway solutions and more demand for the extremes. For the contemporary consumer acquiring basic convenience products must be so integrated into everyday living that it takes no time at all and acquiring specialty products or services must be so entertaining and diverting as to be considered an adventure.
Public transport developments are considered urban catalysts. It should be noted however that the true value of a catalyst is realised through its interrelationship with other surrounding catalytic establishments, and only through the right co-acting arrangement can critical mass be created.
Considering the catalytic potential of both retail and transit developments begs the question - why limit retail integration with the usual office and gym function only to create more non-central nodes and forms of non-equitable inverted public space? To what level could retail be made convenient and part of everyday life if integrated with a daily commute transport terminal, and to what level could retail be made an experience if integrated with heritage, tourism and civic space? Conversely, in what ways can retail as catalyst be optimally used to create critical mass?
This dissertation investigates the following aspects in the context of the Pretoria inner city in South Africa:
Whether an improved integration of truly public space and pseudo-public space can lead to a higher level of social sustainability.
Whether an integration of formal retail, informal trade, and public transit, can lead to a higher level of sustainable consumption.
And whether an integration of infrastructure and retail space can lead to improved adaptability and resilience.
