spe cul ate
utas school of architecture and design
Navigating the City
movement within the city This chapter starts with the analysis of the different ways of travelling into the Hobart City area. The three main transportation methods include bus, car and bicycle. Upon reaching the city centre, they get off from their means of transportation and turn into pedestrians. However, the grid-configuration of the city is car-oriented. Therefore, the experience of the pedestrians is being compromised for the convenience of the automobile traffic network. Within the city, there are in-between spaces that are left vacant without any activities. These “Lost space� can be found in vacant multi-storey carpark buildings and laneways in the CBD. They are having lots of unexplored potentials, but are often neglected by the pedestrians due to lack of activities. Due to the above reasons, the speculation towards the future development of the Hobart City area would be to turn the lost spaces into landmarks to improve the legibility of pedestrians within the city.
MOVEMENT IN THE CITY
within city
context + character
How can “lost space” between transportation facilities perform as the most fundamental aspect in promoting urban legibility for pedestrians in Hobart?
Figure 1: Photograph of Elizabeth Street Hobart looking north, 1879
The contexts and characters of Hobart city have been changing through time. In the past, the streets were wider and the buildings were shorter. There were more open area and less back lanes between buildings. The city had better legibility due to reasons such as iconic buildings being able to be seen from far and streets being wider for better views. The city was not car-oriented. The cars moved slower and people were able to move around freely. The city was highly accessible by pedestrians. On the other hand, the current Hobart city consists of modern buildings with similar outlooks. The height and density of the city are not to human scale. Also, socially inactive back lanes are created within the gaps of the buildings. These spaces are unsafe and lacking comfort for pedestrians to stay by. However, the “lost space” within the city area actually contains strong potential due to its location and characters. They can act as short cuts for pedestrians to walk through the city. By activating the lost spcaes, the process improves the urban legibility for pedestrians moving within Hobart city area.
Figure 2: photo of Macquarie Street 1940
MOVEMENT IN THE CITY
Figure 3: arial photograph showing the current CBD district in Hobart city
within city
theoretical framework
what is lost space? Lost space, as defined by Roger Trancik (1986), refers to urban open space that has lost the values and meanings in the city due to some reasons. Lost space is the leftover unstructured landscape at the base of high-rise buildings or the unused sunken plaze away from the flow of pedestrian activity in the city. Lost spaces are the surface parking lots that ring the core of the cities and sever the connection between the commercial center and residential areas. They are the no-man’s lands along the edges of freeways that nobody cares about maintaining, much less using. Lost spaces are also the abandoned waterfronts, train yards, vacated military sites, and industrial complexes that have moved out to the suburbs for easier access and lower taxes. They are the residual areas between districts and loosely composed commercial strips that emerge without anyone realizing it. Generally speaking, lost spaces are the undesirable urban areas that are in need of redesign, making no positive contribution to the surroundings or users. They are ill-defined, without measurable boudaries, and fail to connect elements in a coherent way. However, they offer tremendous opportunities to the designer for urban redevelopment and creative infill and for rediscovering the many hidden resources in our cities.
dependence on automobile
modern architectural design
Dependence on the automobile is inevitable nowadays, since it is so deeply integrated into our life. It has resulted in an urban environment in which highways and parking lots are the predominant types of open space. This has consequently cause the lost of cultural meaning and human purpose in the public space.
Modern architectural design tends to ignore or deny the importance of street space, urban squares and gardens, and other important outdoor rooms. The space between buildings are rarely designed. They are likely to become separated from their context.
The street lost its social meaning as a multipurpose space. Neighbourhoods and districts no longer interacted, but became isolated. In the end the desire for order and mobility has undermined the diversity and richness of urban public life.
The modern city has become the environment of buildings surrounded with car parking space. Activities on the streets have little to do with the functions of the buildings. With the lose of a collective sense of the meaning of public space, people have also lost the sense that there are rules for connecting parts through the design of outdoor space.
private over public interest
changing land use
Private buildings ususally consist of a boundary that is defined by fence or wall. It is a sharp change from an public environment to a public one. The city of collective spaces is transformed into a city of private icons. In modern city, each architecture is the responsibility of a different public or private organization, and there is no unity of the entire environment.
The relocation of industry, obsolete transportation facilities, vacated commercial or residential buildings would create vast areas of wasted or underused space within cities. These sites offer enormous potential for reclaimation as mixed-use areas.
MOVEMENT IN THE CITY
the causes of lost space
within city
lost space analysis
edge + district
landmark + paths + nodes
city grid with no sense of direction The pedestrians walk through the unrecognizable laneways into and out of the multi-storey carparks buildings. Main traffic network cut the pedestrian network
Narrow entrances of the laneways are hard to be identified. laneways as short cut, but inactive due to lack of active node and sense of security. Promote transportation modes other than cars – bicycle and public transportation
precedents
Melbourne Laneway
melbourne places for people -Improving the links between the city and the Yarra River, while introducing more sun to footpaths and active facades to improve the use of Melbourne’s arcades and laneways. -Making gathering spaces by redesigning existing squares and providing more urban plazas while provide access for people with disabilities and providing feature lighting to enhance street safety. -Strengthening and introducing physical changes to current laneway by supporting the cafÊ lifestyle and increasing the number of cafes, improving the quality of urban furniture, active frontages and discouraging through traffic
Hobart Laneway
MOVEMENT IN THE CITY
-Encouraging more people to use the streets by attracting more people at night, increasing the residential community, increasing festivals and street markets, increasing the student community and ensuring a range of low to high cost housing choices are providedn
within city
transformation of hobart | traffic network + coastline
Figure 6 : Hobart waterfront and Hunters Island (1829)
Figure 7 : Franklin square with footpath (1870)
Figure 8 : Macquarie street with pedestrian footpath (1940s)
Image courtesy of the Tasmanian Archive and Heritage Office.
Image courtesy of the Tasmanian Archive and Heritage Office.
Image courtesy of the Tasmanian Archive and Heritage Office.
1818 The first road was built through the Domain to site of Government Gardens.
1811
1880 Main Line Rail Establishes on Macquarie Point
1821 Stone causeway linking Hunter’s island was built by convicts.
1829
Governor Macquarie instructed Acting Surveyor James Meehan to make a design for the basic grid street system of this small but growing settlement on the shores of the Derwent River.
1858
1887
1826 Bridge was built at Macquarie Street that link the Domain and the city.
1893 Hobart’s tram network was built and was the the completely electric network in Australia.
1811
1829
1858
1887
1903
1811
grid + hunter’s island reclaimed
1829
developing sea port area
1858
further reclaimed land from sea + railway development
1887
further reclaimed land 1903
map by James Meehan
1903
Figure 9 : Current Hobart waterfront and Hunter street. (2000s)
Figure 10 : Current Franklin Square with footpath. (2000s)
Figure 11 : Current Macquarie street (2000s)
Image courtesy of Google maps.
Image source Alysia Bennett.
Image courtesy of Google maps.
1938
1966
1956 Hobart Airport was commisioned as the primary regular public transport airport.
1938
further reclaimed land along sea port area
1980 Brooker highway widened
1958 Tram service was decommissioned in favor of the trolleybus.
1964 Tasman Bridge constructed.
1978
now
1968 Southern Outlet A6 constructed. Motorised bus service replaced trolleybus service.
1966
1978
sea port reduced
further reclaimed land at macquarie point
now
MOVEMENT IN THE CITY
1958 Domain highway completed
within city
transformation of hobart | land use + density
Figure 12 : Sea port of Hunters Island (1839)
Figure 13 : Old market of Hobart, now parliament square (1860)
Image courtesy of the Tasmanian Archive and Heritage Office.
Image courtesy of the Tasmanian Archive and Heritage Office.
1818 Government garden established on future site of Botanic Garden.
1811
1843 Governor Wilmot approves plans for the Domain to become ‘an extensive’ modern public park.
1829
Governor Macquarie identifies Macquarie Point as the most eligible spot for Government House.
1811
1821 Quarrying begins on future site of Beaumaris Zoo.
1829
1858
1826 Parade ground developed at Macquarie point for Military parade.
1858
1850 Hobart high school opened.on the domain.
1853 Slip yards constructed at Macquarie Point
1887
1918 Residential development on the suburb of Glebe.
1880 Queens Battery construction completed
1887 1865 Quarry on Beaumaris site closed
1890 University moves onto the domain
1903
1903 1900 Queens battery made obsolete
Figure 14 : Current Hobart seaport (2000s)
Current Salamanca market. (2013)
Image courtesy of Google maps.
Image source Fong Ka Chung.
1923 Beaumaris Zoo located from Sandy Bay to site of former Victorian pleasure garden
1941 Former site of Beaumaris zoo occupied and converted into oil storage facilty
1958 Olympic outdoor pool constructed in former Quarry site
1938
1922 Queens Battery Demolished.
1937 Beaumaris Zoo closes; site briefly converted back into a garden.
1966 1944 Grounds of Government house converted into paddocks to produce food for war effort
1996 Aquatic Centre constructed at site of outdoor pool
1978
now
1962 University outgrows domain site and relocates to Sandy Bay
residential commercial government education
1938
1966
1978 1978
now
MOVEMENT IN THE CITY
religion / culture
within city current condition
access
social
visual
comfort
safety
negative space as pedestrian networks for transport infrastructure The negative space refers to the space being left over after modern buildings are built on the ground. It is because modern buildings usually have a strong barrier between interior and exterior. Thus neglected the space outside the building block. The negative space are usually the laneways, backlanes, unused courtyards and the routes for escape in case of fire. Pedestrians do not stay at these spaces as there is no activities or active functions in them. Thus, these negative spaces become deserted. potential The negative spaces may not be unutilised sites. Very often they are used for car parking, or as a short cut through the lot. They are across the entire Hobart CBD area as indicated in the diagram on the right. Being located in the CBD area with high land value, they have potential to create more positive contributions to the surroundings and the pedestrians through them. Retail shops can make use of the pedestrian flow in the negative space to create more shop frontage area, instead of focusing in the frontage on the main roads. Secondly, the negative spaces have the potential of expanding the pedestrian networks from the main roads. Since the main roads are more designed for cars than pedestrians, the negative spaces have the potential of bringing the pedestrian flow from the main roads into them. Thus, the negative spaces would then become more lively and vibrant. More positive contributions would be made to the surroundings and the pedestrians through them. existing pedestrian networks The Elizabeth Mall is one of the city’s major retail centres in Hobart CBD. Originally a part of Elizabeth Street, the portion of the street was pedestrianised in 1970’s and become the city’s main pedestrian thoroughfare, and central nerve of the Central Business District. The semioutdoor environment in the Elizabeth Mall encourages street activities to happen, making it more lively and vibrant. Carpark buildings tend to create pedestrian flow towards them. Therefore, it is wise to plan retails along the way to the carpark buildings. The Centrepoint Shopping Centre and Trafalgar Shopping Centre are examples that benefits from the pedestrian flow towards the carpark blocks. The Cat & Fiddle Arcade is located in the centre of Hobart CBD. It is surrounded by Elizabeth Street, Collins Street, Murray Street, and Liverpool Street. Not only it serve the function as a retail shopping centre, it links up the streets surrounding it and provide convenience to the pedestrians.
elizabeth mall
mathers lane
cat & fiddle arcade
bidencopes lane
centrepoint shopping centre
hobart bus mall
collins court
metro bus stop
pedestrian circulation transport facility
trafalgar shopping centre
multi-storey indoor carpark
negative space
taxi station
negative space with potential
making use of negative space Among the many negative spaces that scatter within Hobart CBD, those that have more potential are identified in the map in light green. These are chosen because they are located next to the multi-storey carparks. Pedestrians can use them as short-cuts after parking their cars in the multi-storey carparks. The areas marked with dark green are the existing pedestrian circulation spaces. Working together with the negative space with potential, they can be linked up and provide a conprehensive network for the pedestrians of Hobart city.
MOVEMENT IN THE CITY
wellington court
within city current condition
monofunctional city zoning Hobart Public Spaces Public Life 2010 by Gehl architects identified Hobart as a monofunctionally zoned city suffering from the modernistic planning ideals of the post war period. Different functions are clustered in the respective parts of the city, which cause the areas to be active only at a limited time periods. Pedestrians only appears in business and shopping areas in daytime, and waterfront area at night. During the other periods of the day, these areas are deserted. This situation shows that the mono-functionally zoned city is not be fully utilised. Lost spaces are formed in the different parts of the city during the respective period of the day that the areas are deserted. This should not be the case in the Hobart CBD area that has the most land value in Hobart. It shows that there is a strong potential in order to utilise the Hobart CBD fully. low diversity of users The monofunctionally zoned Hobart city has a low diversity of users in each areas. It is because of the restricted diversity of functions that cause the lack of interests for users in different functional groups to enter the different zones. Generally, there is more diversity of users in the waterfront area than the Hobart City CBD. lacking pedestrians The monofunctionally zoned city is lacking the natural surveillance through the presence of inhabitants and visitors. This has caused the city to be perceived as unsafe and uncomfortable areas when deserted. Introducing mixed uses into it creates areas that are stimulating and vibrant, with multitude of people and activities occuring at different times of the day, week and year. The amount of pedestrians on the street would then be greatly increased due to the introduction of different interests in the city area. The potential of Hobart CBD would then be fully utilised.
business city business persons
consumer city consumers tourists
mixed city consumers tourists students local residents
access
social
visual
comfort
safety
residence City local residents
District Path Edge Landmark
cultural city Node
tourists consumers students
tourists consumers students local residents Figure 16 : Functions in the city centre Reproduced from Hobart Public Spaces Public Life 2010.
MOVEMENT IN THE CITY
fun city
within city
opportunities of car parking space
argyle st car park
centrepoint arcade car park
waterfront car park
potential of car parking space The diagram on the left shows both the multi-storey car park buildings and outdoor car park compounds in the Hobart CBD. They are scattered in the different areas of the city. There are less multi-storey carparks than the outdoor carparks in terms of the number of compounds. However, the multistorey carparks form big building blocks in the CBD which are dedicated for motor vehicles. In the day time, the CBD are filled with people and cars. However, the CBD is deserted in night time since there is little places of interest and activities. Therefore, the car parking spaces in the CBD can be transformed into spaces holding events and activities instead of being deserted at night. Working together with the other improvments of pedestrian network, it would then bring out the potential of these car parking spaces and provide more positive contribution to the public.
multi-storey carpark
negative space with potential
outdoor carpark
existing pedestrian circulation
The Argyle street car park, the Centrepoint Arcade car park and the waterfront car park are identified in the diagram as nodes of activation for public activities during night time. It is because they are located on places which are more pedestrian-friendly and are more concentrated with activities during night time.
access
distribution of activities in day time The diagram below shows the average number and distribution of people in the Hobart during day time. People are more concentrated in the CBD area and the Salamanca square area. Therefore, the car parking spaces are utilised during the day.
social
visual
comfort
safety
distribution of activities in night time The diagram below shows the average number and distribution of facilities in Hobart during night time. People are more concentrated in the Salamanca square area. There are also some activities scattered within the CBD. However, the road side park spaces would be utilitied more as they are free at night. Therefore, the car parking spaces are not fully utilised during the night.
commercial activities
eateries
sitting on folding chairs
retail
sitting in cafe
24h convenience stores
sitting on benches
entertainmnt
waiting for transport
accomodation
standing
Figure 20 : Average number and distribution of activities during day time (12pm - 4pm)
Figure 21 : Average number and distribution of activities during night time (9pm - 11pm)
Reproduced from Hobart Public Spaces Public Life 2010.
Reproduced from Hobart Public Spaces Public Life 2010.
MOVEMENT IN THE CITY
lying down
within city
open theatre + restaurant multi-storey car park & open car park
before
roof top as open cinema The Argyle street car park building is one of the car parking space that is being identified as one of the car park building that has the potential to hold events and activities at night when the car parks become deserted. The roof of the car park building can be used for open cinema at night. Making use of the large surface area, it can accomodate lots of people to participate in the event. Moreover, the equipments for the event are flexible and can be removed in day time. Thus, it will not affect the original purpose of the car park.
after
street furniture
before
public facility
lighting
arts + culture
waterfront carpark as restaurant The waterfront carpark is empty at night. It is being transformed into a restaurant. This waterfront carpark is chosen as it locates near where activities and restaurants are at night. The entire carpark compound can be divided into several smaller zones for different restaurants to serve different customers. Additional lighting facilities would be required as well. The equipments and kitchen booths are flexible for transportation.
MOVEMENT IN THE CITY
after
within city
making and widening of pedestrian way consummer district in hobart city
pedestrian circulation
M
t
el
vi
e tre
lle
ls
one way traffic
el
St re e
pb
t
m Ca
pedestrianisation Part of the traffic network of Hobart CBD are propose to be pedestrianised as the diagram on the right.
le
gy Ar re St
Carpark building
et
The logic for pedestrianising the roads starts from the Elizebath mall which was pedestrianised in 1970’s and become the city’s main pedestrian thoroughfare, and central nerve of the Central Business District.
Elizebath mall
Bus mall
The other newly pedestrianised roads are intended to link up between the Hobart CBD with Franklin Square and beyond.
et St re
Str e
ur
st
et
Mu
ol po
et St re
et
Da ve y
lin sS tre
et St re rie ac qu a M
et
Str e
et
rra yS tre
Co l
bridge above highways A bridge is proposed, stretching from the bus mall across Franklin Square and to the opposite side of Davey Street. It is intended to provide pedestrial linkage above the Macquarie Street and Davey street which are highways with high level of traffic. Working together with the other pedestrian networks, it would then form a complete pedestrian route in the Hobart CBD.
ath
Liv er
bus mall The bus mall and the two roads on Collins Street and Macquarie Street are dedicated to the bus stations only. It is done to reduce the traffic entering the area, so that pedestrain way can be expanded.
Eliz eb
Ba th
widening of pedestrian way One side of the pedestrian ways is being widened along Bathurst Street and Liverpool Street, as indicated on the diagram on the right.
landscape
Cri te
street furniture
public facility
signage
linking Liverpool Street and Bathurst Street The Criterion street is proposed to be pedestrianised in order to link up Liverpool Street and Bathurst Street. It is intended to serve the pedestrian flow from the car park building on Melville Street into the CBD. Pedestrians can then walk to the Elizebath mall or Murray street that is being pedestrianised as well.
rio
nS tre
et
St re
et
widening pedestrian path The Liverpool Street is a one way car road and therefore provide the potential of removing either side of the road side parking space in order to widen the pedestrian path. The side facing North is being chosen as it is able to gain sun light from this direction. The road side parking space on the other side remains.
Liv er
po
ol
The part of Criterion Street facing the zebra crossing is being widened to provide space for pedestrians while waiting to cross the road.
Davey Street
MOVEMENT IN THE CITY
Macquarie Street
within city
improve pedestrian network laneway & public space
activities in laneways The negative spaces are scattered in the Hobart CBD. There is potential in these space, as they are located within the areas with high land value and along the main pedestrian pathways. Activities such as street arts and sports can be introduced into the laneways by providing simple facilities. These can provide affordable entertainments to the teenagers in the area. Large scale activities such as cultural market, festivals and music performance can be held to help revitalise the negative spaces of larger size as well.
lighting
signage
arts + culture
improving entrance of laneways The laneways are often not fully utilised as there is no or little place of interest and attractions into them. Therefore, one of the speculation to use the potential of the laneway is to create a welcoming entrance to the laneway that is redesigned for daily activities and to hold events and festivals. Artworks can be used to decorate the entrance as well as the inside of the laneways in order to create a new image for the pedestrians.
after
Lighting can be provided so that the sense of safety is improved during night time. Pesdestrians would then walk through the laneways at night as well, rather than be deserted.
MOVEMENT IN THE CITY
before
within city
interactive artwork laneway & public space
The best way to accomplish efficient pedestrian
wayfinding
task
is
to
incorporate a greater user experience through
sensorial
qualities,
graphic
indicators and spatial hierarchies. -Undeveloped spaces beside the car parking building can be developed into public laneway with bench and shelter -Multiple exit from carpark should be proposed to allow departure from all direction. -Simplified circulatory path that uses graphic indicators (signage) to direct pedestrian’s orientation
landscape
street furniture
public facility
arts + culture
-Mini plaza serve as a node to direct people from each area. The attraction and activities held in the
-District indicator serve as a precinct pointer to inform the different zone that the pedestrian are entering. -Side parking are diminished to widen the pedestrian walkway and sidewalk activities area
MOVEMENT IN THE CITY
mini plaza act as a cognitive map to the pedestrian.
within city
sidewalk restaurant + public space laneway & public space
Parking was is connected with different exterior spaces. As this kind of car parking are allocated deep inside the urban grid, orientation of each path should be clearly indicated in all path. Lost space and backlane should be developed into laneway arcade or interconnection between the carparking building to the main stree.
street furniture
lighting
arts + culture
-Activating lost spaces in between the laneways which connect the car park to the main pedestrian laneway. -Proposing laneway cafe and street experience to promote mental mapping.
MOVEMENT IN THE CITY
performance to enhance the pedestrian
within city
end of trip facilities + node laneway & public space
Hobart Central Car Park Bicycle art attached with Hobart Central Car Park give an unique perceptual identity to the place which can help in wayfinding and help navigators to associate with his surrounding in the larger scale sapce and the ability recover position and orientation who are unfamiliar with the built environment.
After
Before
street furniture
arts + culture
Before
Loose space have been re-purpose the built environment by providing secure bike parking and lockers incorporated with existing public toilet. Street light proposed to increase security to the surrounding during night time as well as shelter to protect cyclists from the rain.
MOVEMENT IN THE CITY
After
signage
within city
end of trip facilities + node laneway & public space
Centrepoint The new bikestation re-activated the loose space at centrepoint and give an unique identity to the place. The bikestation provides secure bike parking, shower & changing room, lockers, bike rental and full services repair and maintenance of cyclist’s bike. The new proposal also provide bicycle lanes to enhance accessibility for cyclists to centrepoint.
Before
After
landscape
street furniture public facility
signage
arts + culture
Before Argyle Car Park The strategic location of re-activate the existing car park to a new ‘end of trip’ facilities incorporating with existing public toilet give a sense of community and also enhance pedestrian link to Wellingston Courtyard as well as proposed bicycle gateway can help in wayfinding strategic.
MOVEMENT IN THE CITY
After
CONCLUSION
How can “lost space” between transportation facilities perform as the most fundamental aspect in promoting urban legibility for pedestrians in Hobart? This chapter researches on possibilities and constrants to strengthen the pedestrian walkway connection and form a new pedestrian network within Hobart city to give pedestrian a new experience on the walkway. The research builds upon existing database, and further developing through the speculations that suggest possibilities in designing the city and the spaces within.
community
development
By activating the “lost space” within the city through the interventions of
The improvement of pedestrian networks as suggested previously would
street furnitures and facilities, there are more possibilities for social activities
create more pedestrian flow on the streets, thus creating more business
to happen on the pedestrian netowrks. Moreover, the enhanced laneways
opportunities for shops and restaurants along the way.
Arts and Culture, Social inclusion
Building, Planning
and back lanes can provide a engaging platform for arts and culture to bloom within the city.
Moreover, the additional functions of vacant car parking spaces including cinema and restaurant would produce additional income for the building and
Artworks and innovative signages help to strengthen the memory and sense
land owners by making full use of the potential of the space.
of the spaces by mental mapping. As different types of activities are introduced in laneways, streets and open car parking areas, the sense of security in these
It is also being suggested that the city should consist of certain degree of
spaces would increase. By creating a complete and continuous pedestrian
mixing of functions between different parts of the city to prevent from being
network, it gives pedestrians sense of space and direction within a grid-
a mono-functionally zoned city. By doing so, the city would become more
formed city.
lively as there would be lesser time for the city to be empty due to zoning by functions.
transport
Recreation
The current Hobart is a car-orientated city that the traffic network is formed
Laneways and open car parking area are the potential spaces for daily
in a grid pattern. Roads cut off the pedestrian walkways consequently.
activities and to hold events and festivals. These events create a new image
The speculations in this research are to create a new pedestrian network
and experience for the pedestrians.
Footpath and Street Facilities
Laneway, Restaurants, End Trip Facilities
encouraging people to walk and to cycle instant of using car. To encourage people using the laneways at nighttime, lighting up the spaces New nodes are introduced in between the pedestrian walkways to enhance
provided sense of safety. Lampposts, CafĂŠ and restaurants are the examples
the connection and urban legibility between multi-storey car parks and
that allow people to have activities in the laneways and open car parking
pedestrian walkways. The nodes include end trip facilities for cyclist, art
areas at nighttime.
installations for visitors and furnished the laneways for public, that make the To promote coming to the city by bicycle, the new end of trip facilities including bicycle parking space, lockers and public toilet are provied to the cyclists to give a ssense of community. By activating the existing car parks to provide end trip facilities generates an unique identity to the place.
MOVEMENT IN THE CITY
places feeling more conformable, more accessible and more suitable.
references
Barnett J. URBAN DESIGN AS PUBLIC POLICY : PRACTICAL METHODS FOR IMPROVING CITIES.
New York: Architectural Record, 1974.
Burton E, Mitchell L. Inclusive Urban Design : Streets for Life. UK: Elsevier Ltd, 2006. Trancik R. FINDING LOST SPACE : THEORIES OF URBAN DESIGN. 1 ed. United States of America:
Van Nostrand Reinhold Company, 1986.
Tibbalds F. MAKING PEOPLE-FRIENDLY TOWNS : Improving the public environment in towns
and cities. England: Longman Group UK Limited, 1992.
Gehl Architects. Hobart 2010 Public Spaces and Public Life: A City with People in
Mind. Hobart: Gehl Architects, 2010.
Gehl J. Public Spaces and Public Life : A city with people in mind. Hobart: GEHL ARCHITECTS, 2010. Wilkie G. Inner City Action Plan : preliminary report to the Hobart City Council. Hobart City
Council, 2012.
Lynch, Kevin. The Image of the City. Cambridge, Massachusetts: Technology Press, 1960. Ritter P. Planning for Man and Motor. London: Pergamon Press, 1964. Uhlig K. Pedestrian Areas: From Malls to Complete Networks. London: Academy Editions, 1979.
Natvigating the city : movement within the city Authors Fong Ka Chung Yeo Hui Chuan Chan Weng Loong PROJECT supervisor Helen Norrie PROJECT advisors Helen Norrie
MOVEMENT IN THE CITY
Ming Lai