Composition of a democratic streetscape by Alankrita Sarkar

COMPOSITION OF A DEMOCRATIC STREETSCAPE

- ALANKRITA SARKAR 1

COMPOSITION OF A DEMOCRATIC STREETSCAPE

Quarter 2 Booklet

Author:

AR1U100 R&D Studio Socio-Spatial Processes in the City (2016-2017)

Alankrita Sarkar 4510623 alankritasarkar.adm@gmail.com +31 (0) 653765545 (NL)

Tutor: Victor M. Sanz Course Coordinator: Egbert Stolk

January 2017

Delft University of Technology

Master of Architecture, Urbanism and Building sciences Julianalaan 134, 2628 BL Delft

The Netherlands

1 2 3 4 5

contents

THEORETICAL FRAMEWORK

Page

6- 21

Page

22 - 45

THE CONCEPT | THE SITE | RESEARCH QUESTION | METHODOLOGY

ANALYTICAL FRAMEWORK

LARGE SCALE ANALYSIS | MEDIUM SCALE SNALYSIS | SMALL SCALE ANALYSIS

STRATEGICAL FRAMEWORK

Page

46 - 81

STREET SELECTION | RESIDENTIAL STREET | COMMERCIAL STREET | PUBLIC STREET

DESIGN FRAMEWORK

Page

82 - 107

Page

82 - 107

SITE SELECTION | SCENARIO FEASIBILITY | DETAILED DESIGN

ECONOMIC FEASIBILITY

Project Vision

Definitions 10 Background Theories

Site Location 15 Problem Statement

Research Question

MEthodology 20

THEORETICAL FRAMEWORK

theoretical framework

PROJECT vision RUDIMENTARY VISION

The rudimentary vision came from the first impression of the site visit. All the streets had strong monotonous lines and no relation with the buildings alongside. These kind of situations on street restrict the users to interact among themselves as well as interaction with the places. As a overall scenario, the streets are not very inviting. Streets are not just to serve the purpose of vehicular transport but also need to serve as the connection between the buildings. This is the common place for the residents to get out from there personal zone and interact with the society. Thus, it is highly recommended for a street to invite audience and perform as a place.

ALTERED PROJECT VISION

â&#x20AC;&#x2DC;Streets shape the form and comfort of urban communities.â&#x20AC;&#x2122; -Allan Jacobs The most prominent impresssion of Rotterdam Zuid is the admixture of the migrated residents and the lack of interaction among them. Street is the only connection between all the private owned spaces. Through this project, I will be trying to make the potential use of that strong intermediary space to enhance the communication (physical and social) between the contrasting communities. The concept of democrary and public spaces by Margaret Crawford constitutes of the rights and duties to be performed by the citizens to create a sense of personalization and equity in ownership. This project envisions the similar arrangement for Rotterdam zuid. Here I will be focusing on democracy on streets in terms of people, mode of transport, functions and typology of streets. A complete street for Rotterdam Zuid will consist of equal concentration on various street functions and for a larger audience. This way the place will be reinforced by a better social life, an improvised spatial quality and an environmental sustainability. for the citizens.

DEMOCRATIC STREETSCAPE | a complete street

theoretical framework

DEFINITIONS

street·scape (noun)

dem·o·crat·ic (adjective)

dem·o·crat·ic (adjective) WORKING DEFINITION

1. Visual elements of a street that give it character (“Streetscape.” Merriam-Webster.com. Merriam-Webster, n.d. Web. 7 Dec. 2016.)

1. Relating to, appealing to, or available to the broad masses of the people. (“Democratic.” Merriam-Webster.com. Merriam-Webster, n.d. Web. 22 Jan. 2017.)

For this project the working definition of democracy would be equality in terms of usage of a place/ street.

2. Pertaining to or characterized by the principle of political or social equality for all. (democratic. (n.d.). Dictionary.com Unabridged. Retrieved January 22, 2017 from Dictionary.com website)

The term democracy will address the equal distribution of rights and duties towards the users, functions of streets, hierarchy of streets and the mode of transport.

2. A view or scene of streets, especially in a city. (https://en.oxforddictionaries.com/definition/ streetscape)

theoretical framework

BACKGROUND THEORIES according to the practitioners The concept of street designing given by architects and designers in the past were focused on the creative class people and not for the larger public. Secondly, the standard street section is not very helpful for different context based on the group of people residing nearby and the kind of activities happening around. As mentioned by Jane Jacobs, streets are the most vital organs of the city as it brings the crowd at one place. So Margaret Crawford questions the designers if their designs are acknowledging the different crowds of the city or not? I will be following the theories of Margaret Crawford while anaylsing and designing this project because of the migrated population and larger economic class residents of Rotterdam Zuid.

Cities must urge urban planners and architects to reinforce pedestrianism as an integrated city policy to develop lively, safe, sustainable and healthy cities. It is equally urgent to strengthen the social function of city space as a meeting place that contributes toward the aims of social sustainability and an open and democratic society. Jan Gehl

Streets and their sidewalks-the main public places of a city-are its most vital organs. Jane Jacobs

These place makers paint a socially benign and aesthetically purified picture of public space that completely fails to acknowledge the exclusions and the inequities that exist in actual public spaces, and I think this is really dangerous to the larger project of equality and democracy. Margaret Crawford (Professor of Architecture, University of California, Berkeley)

democracy in public spaces

In the book “Democracy and Public Space”, John R. Parkinson quotes few points which are highle relatable to this projects. The book is introduced as “From that starting point, this book argues that democracy depends to a surprising extent on the availability of physical, public space, even in our allegedly digital world. It also argues that in many respects the availability of space for democratic performance is under threat, and that by overlooking the need for such space – or arguing against that need – we run the risk of undermining some important conditions of democracy in the modern world.” In an article by Juliet Kahne, “Whose Streets, Our Streets”: Democracy Still Lives in Public Spaces, there were cases discussed that how streets and junctions plays an important role in order to maintain the democratic vision of the city. He quotes ”Democracy depends on having a safe space—a commons—for citizens to come together. Here in New York City last Wednesday evening, people marched through and past almost every public space in the city that we speak about here at PPS. Within hours, people had organized on social media and called out to New Yorkers to join in a march to speak out against what they feel is a potential threat to civil and human rights.” Source: https://www.pps.org/blog/democracy-still-lives-in-public-spaces/

Another example is shown by Nilüfer Göle in her article about Public Space Democracy; The Gezi Park movement continued to gather together different segments of society through the enactment of new forms of public agency. Public garden forums and fastbreaking meals in the streets illustrate well the collective soul of the movement. Residents continued to assemble in neighbourhood public gardens, organize “forums” and invent new rules for public discussion. Source: http://www.iwm.at/transit/transit-online/public-space-democracy/

1. The book cover “democracy and public space” the physical sites of democratic performances by john r parkinson 2. Thousands of protesters in New York marched through city streets towards Midtown Manhattan | Image by Juliet Kahne 3. Sticky notes at 14th Street/Union Square subway station, called “Subway Therapy” – an art installation offering a healing place for a range of voices | Image by Anna Siprikova 4. The Gezi Park movement

project direction

So, if the streets allows so many democratic activities and are meant for the larger group of people, why not projects streets as an example of democracy where all the people have their equal right and duties towards the street.

To access the present scenario and to evaluate the proposed designs, I tried to set some attributes which an ideal street should have. These are the following keywords on which I will judge the present conditions of the street.

According to Crawford, hereâ&#x20AC;&#x2122;s a list of rights that would constitute new definitions of public space. Thus, in my project I will try to follow this direction to design a various streetscapes for the residents and communities.

Democracy and Public Space: What are the connections? 1) The Right to Access 2) The Right to Difference 3) The Right to Participate 4) The Right to Livelihoods 5) The Right to Make Demands on the State and the Economy 6) The Right to Make your own Spaces

spatial justice

theoretical framework

Locating the site site location Rotterdam zuid, the southern extension of Rotterdam city, build around the ports. Most of the residents are migrated from western europe or asian countries. Their is a 40-50% dutch population who are residing for their jobs or financial affordibility. The big chunk of designed green space have a lot of potential to give a stronger identity to this part of the city. The place is still growing and developing in terms of urbanism and planning. Thus, there is a huge scope of improvement for the place. The most recognizable issue is the lack of community sense among the people and the less usage of potential public spaces.

The Netherlands

Rotterdam

Rotterdam - zuid

first impression- rotterdam zuid

STRENGTH

# Green spaces # Strong infrastructural connections # Scope of adaptibility towards improvised changes among the people and the place.

weakness

# No sense of community # Large unused public spaces # Less concentration towards pedestrian and bicyclists.

# # # #

opportunity

Adapting neighborhoods Developing state Capacity of extension Usage of ports to give an identity to the place.

threat

# Extensive migration # Transport orientated growth # Lesser central impact because of the location

theoretical framework

Problem statement issues

hypothesis

solution

1. Migrated population 2. walkability or pedestrianism 3. different street functions

4. effect of landuse 5. the line of control- delineation 6. building and the street

scope

Interim redesign

Existing Situation Streets and patterns as overlap or void between design professions.

Reconstruction

theoretical framework

research question

From the literature study and site visit obsevations, the issues for the project has been extracted which led to the formation of research question.

How to include the residents or the users to build a improvised and coherent street? Or How to use the street as an intermediary to flourish the livability of a neighborhood and enhance the sense of community among the residents?

theoretical framework

methodology

analysis structure

big scale analysis

medium scale analysis

small scale analysis

municipality approaches

hypothesis 50

ANALYTICAL FRAMEWORK

analytical framework

how to analyse?

The analysis of the sites has been done in four different scales. First is the large scale, which is the scale of Rotterdam city, second is the medium scale, which is the area of Rotterdam Zuid, third is the small scale of three different chosen sites in the Charlois neighbourhood and lastly the micro scale of the street of Pleinweg. I have analysed the aspects based on the need for design on different scales.

analytical framework

city scale map- big scale analysis

analytical framework

transport analysis This map shows: 1. The connections of Rotterdam Zuid with other parts of the city. 2. The possible transport.

modes

3. The accessibility transport system.

of the

The vehicular network of Rotterdam Zuid is well connected with the central part of the city as well as the outskirts of the city.

scale: 1:30000

plan 24

analytical framework

vehicular movement This map shows: 1. The vehicular access (private cars or busses) analysis of Rotterdam-zuid 2. The congestion junctions 3. The street heirarchy in terms of current street design and usage

Neighborhood lane

Highway

scale: 1:30000

plan 25

analytical framework

communities and demographics

analytical framework

ownership analysis

scale: 1:50000

plan 28

rotterdam zuid scale - medium scale analysis

analytical framework

communities and demographics Demographic numbers

Afrikaanderwijk A: 0,47 km2

Population total: 0-22 years 23-67 years >67 years

Tarwewijk A: 1,44 km2

Population total: 0-22 years 23-67 years >67 years

Carnisse A: 0,59 km2

Population total: 0-22 years 23-67 years >67 years

10.914 25,6% 67,8% 6,4%

Ethnicity native foreign (western) foreign (non-western)

38,8% 21,3% 40,4%

Crimes per 1000 habitants: 97 Education ‘Starting qualifiaction: Dropouts:

Oud-Charlois

12.072 31,5% 64,0% 4,6%

Ethnicity native foreign (western) foreign (non-western)

22% 18% 60%

Education ‘Starting qualifiaction: Dropouts:

Population total: 0-22 years 23-67 years >67 years

46,6% 13%

Ethnicity native 38,8% foreign (western) : 21,3% foreign (non-western) :40,4% Crimes per 1000 habitants: 97

13.745 31,5% 61,5% 7,0%

Ethnicity native foreign (western) foreign (non-western)

24,4% 10,8% 46,9%

Crimes per 1000 habitants: 84 Education ‘Starting qualifiaction: Dropouts:

40,5% 14,3% 45,1%

44,5% 14,5%

Vreewijk

Crimes per 1000 habitants: 6 Education ‘Starting qualifiaction: Dropouts:

49,6% 11,7%

A: 0,79 km2

13.094 28,3% 63,5% 8,2%

Ethnicity native foreign (western) foreign (non-western)

13,7% 6,6% 79,7%

Bloemhof

46,6% 12,7%

A: 1,22 km2

Population total: 0-22 years 23-67 years >67 years

Carnisse Area : 0,59 km2 Population total: 10.914 0-22 years 25,6% 23-67 years 67,8% >67 years 6,4%

Crimes per 1000 habitants: 127

Crimes per 1000 habitants: 107 Education ‘Starting qualifiaction: Dropouts:

This map shows:

8.216 32,2% 59,3% 8,5%

A: 2,07 km2

Population total: 0-22 years 23-67 years >67 years

48,6% 13,3%

13.568 23,4% 61% 15,5%

Ethnicity native foreign (western) foreign (non-western)

60% 9,2% 13,8%

Crimes per 1000 habitants: 102

Pendrecht

Zuidwijk

Population total: 0-22 years 23-67 years >67 years

11.6600 30.2% 59,2% 10,6%

Ethnicity native foreign (western) foreign (non-western)

plan 30

Education ‘Starting qualifiaction: Dropouts:

A: 1,53 km2

A: 1,22 km2

31,7% 11,9% 57,1%

11,925 25,6% 58,1% 16,3%

Ethnicity native foreign (western) foreign (non-western)

23,3% 10,1% 47,7%

Crimes per 1000 habitants: 77

Crimes per 1000 habitants: 91

Education ‘Starting qualifiaction: Dropouts:

37,5% 15,4%

46,6% 16,8%

47,7% 13,2%

scale: 1:10000

analytical framework

landuse analysis This map shows: 1. The connections of Rotterdam Zuid with other parts of the city. 2. The possible modes of transport. 3. The accessibility to the transport system.

scale: 1:10000

plan 31

analytical framework

public spaces analysis This map shows: Bacon map showing the public space structure of Rotterdam Zuid. The public space is rather weakly put together in the city infrastructure being a big part as a separator.

plan 32

scale: 1:10000

Zuidplein

Bloemhof

Zuiderpark

Ahoy

analytical framework

open spaces analysis

plan 34

scale: 1:20000

analytical framework

green and blue analysis

scale: 1:10000

plan 36

plan

Zuidplein

Bloemhof

Zuiderpark

Ahoy

analytical framework

road hierarchy

plan 38

scale: 1:10000

neighborhood on street parking

Ahoy

ahoy parking

carnisse neighborhood on street parking

analytical framework

transport analysis

scale: 1:10000

plan 40

plan

Dorpsweg bus stop

Pleinweg tram station

Rotterdam Zuid metro station

Rotterdam Zuid bus stop

small scale analysis - design site

analytical framework

parking analysis

transition from main road to secondary roads

neighborhood parking places

parking in pleinweg

parking in ahoy

analytical framework

building analysis

plan 44

scale: 1:10000

Typology& Building Fabric

Typology& Building Fabric Typology& Building Typology& Building Fabric Fabric

Characteristics

Blocks

Typology& Typology& Building Building Fabric Fabric

Characteristics Characteristics Characteristics Characteristics Characteristics BlocksBlocks Blocks BlocksBlocks

Typology& Building Fabric Fabric Typology& Building Fabric Typology& Building

Typology& Building Fabric

Characteristics Characteristics Characteristics Characteristics Blocks BlocksBlocks Blocks

Vegetable garden Vegetable garden Public Public facilities Garden towns towns Exclusive neighbourhoods Exclusive neighbourhoods Building closed Building blocks closed on former on the Vegetable garden Public facilities facilities GardenGarden towns Garden Exclusive neighbourhoods Building closed blocks on the theblocks former Vegetable garden Public facilities Garden towns Exclusive neighbourhoods Vegetable garden Public facilities towns Exclusive neighbourhoods Building closed blocks on former the former Building closed blocks on the former since 2000 sincesince 20002000 1920-1940 1920-1940 1880-1920 1880-1920 since 2000 1920-1940 1880-1920 landscape landscape 1920-1940 1880-1920 since 2000 1920-1940 1880-1920 landscape landscape landscape 1880-1920 1880-1920 Vegetable garden Vegetable Vegetable garden garden Public facilities Public Public facilities facilities Garden towns Garden Garden towns towns Exclusive neighbourhoods Exclusive Exclusive neighbourhoods neighbourhoods 1880-1920 Building closed Building blocks Building on closed the closed former blocks blocks on former the on the former former Vegetable Vegetable garden garden Public facilities Public facilities Garden towns Garden towns Exclusive Exclusive neighbourhoods neighbourhoods 1880-1920 1880-1920 Building Building closed closed blocks blocks on the on former the High High density Low Low density High High density Low-rise with traditional Low-rise with housing traditional housing High HighHigh density sincesince 2000 since since 20002000 1920-1940 1920-1940 1920-1940 1880-1920 1880-1920 1880-1920 High density density Low density density High density density Low-rise with traditional housing High density density 2000 since 2000 1920-1940 1920-1940 1880-1920 1880-1920 Highlandscape density Low density High density with traditional housing density High densitylandscape Low density High density Low-rise withLow-rise traditional housing High density landscape landscape landscape closed building closed blocks building surrounded blocks by surrounded by closed without obvious without block obvious blockblock open blocks openopen building blocks Short sides towards Short the sides access towards theroad access road road building closed blocks building with parallel blocks withwith parallel closedclosed building blocks surrounded by withoutwithout obvious block open building building blocks Short sides towards the access road closed building blocks with parallel closed building blocks surrounded by without obvious building blocks Short sides towards the access closed building parallel building blocks surrounded by closed obvious block open building blocks Short sides towards theroad access building blocks withblocks parallel 1880-1920 1880-1920 1880-1920 1880-1920 1880-1920 enclosed enclosed buildings small-scale small-scale with housevegetable with private vegetable closed buildingclosed blocks building blocks buildings alongbuildings the outlines along the outlines enclosed buildings buildings small-scale house house with private private vegetable

closed building blocks buildings along High the outlines enclosed buildings small-scale private vegetable HighHigh closed building blocks buildings along the outlinesLow-rise enclosed buildings small-scale house privatewith vegetable closed building blocks buildings along the outlines HighHigh density High density density LowLow density Low density densitywith house HighHigh density density density with traditional Low-rise Low-rise with with traditional traditional housing housing HighHigh density density density density HighHigh density density Low Low density density High density Low-rise Low-rise with traditional withhousing traditional housing housing density HighHigh density private inner courts private innerinner courts garden garden metroline isis elevated metroline is elevated private outer courts private outer courts private inner courts private innerinner courts private inner courts garden metroline elevated private outer courts private inner courts private courts garden metroline isblocks elevated private outer courts private courts private inner courts garden metroline is elevated private outer courts private inner courts closed building closed blocks closed building surrounded building blocks blocks by surrounded surrounded by by without obvious without block without obvious obvious block block open building blocks open open building building blocks Short sides towards Short the Short sides access sides towards road towards the access the access road road closed building closed blocks closed building with building parallel blocks blocks with with parallel parallel closed closed building building blocks blocks surrounded surrounded by by without without obvious obvious block block open building open building blocks blocks Short sides Short towards sides towards the access the road access road closed closed building building blocks blocks with parallel with parallel narrow streets narrow for parking streets without for parking well without well narrow pathway narrow no available pathway for no cars available for cars new high-rise buildings new high-rise are freestanding buildings are freestanding narrow streets narrow for parking streets with for better parking with better more streets space more for streets parking space without for parking well without well narrow streets for parking without well narrow pathway no available for cars new high-rise buildings are freestanding narrow streets for parking with better more streets space for parking without well narrow streets for parking without well narrow pathway no available for cars new high-rise buildings are freestanding narrow streets for parking with better more streets space for parking without well narrow streets for parking without well narrow pathway no available for cars new high-rise buildings are freestanding narrow streets for parking with better more streets space for parking without well enclosed buildings enclosed enclosed buildings buildings small-scale house small-scale with small-scale private house house vegetable with with private private vegetable vegetable closed building blocks closed closed building building blocks blocks buildings along the buildings outlines buildings along along the outlines the outlines enclosed enclosed buildings buildings small-scale house with house private with private vegetable vegetable creating an open closed building closedlike building blocks blocks buildings buildings along public the along outlines the outlines public space public spacespace creating space an but open without space high but without highhigh public space public lawn space and front like lawn and corner and front andsmall-scale corner public space space public space creating an open space but without high public space like lawn and front and corner public space public creating an open space but public space like lawn and front and corner public space public space creating an open space but without highwithout public space like lawn and front and corner public space private inner courts private private inner inner courts courts garden garden garden metroline is metroline elevated metroline metroline is elevated is elevated private outer courts private private outer outer courts courts private inner courts private private inner inner courts courts private inner private courts inner courts garden garden metroline is elevated is elevated private outer private courts outer courts private inner private courts inner courts long rows of 2-4 long storey rows houses of 2-4 storey houses quality quality gardens gardens long rows of 3-4 long storey rows houses of 3-4 storey houses long rows of 2-4 storey houses quality gardensgardens long rows ofmore 3-4for storey houses long rows of 2-4 storey houses quality gardens long rows of 3-4parking storey houses long rows ofparking 2-4 for storey houses quality long rows of 3-4 storey houses narrow streets for narrow parking narrow streets streets without for parking for well parking without well well narrow pathway narrow no pathway available narrow pathway pathway foravailable cars no no available for cars fornew cars high-rise buildings new new high-rise are high-rise freestanding buildings are freestanding are freestanding narrow narrow for streets narrow parking streets streets with for better parking forbetter parking with better better more streets space more streets parking streets space without for well for parking without wellstreets wellnarrow narrow narrow streets streets for parking without without wellwithout well narrow pathway narrow no available no for available cars for cars new high-rise new high-rise buildings buildings arebuildings freestanding are freestanding narrow streets for parking for parking with withwith better more streets more space streets for space parking forspace parking without without wellwithout well public space public public space space creating an open creating space creating but an open without an open space high space but but without without public space like public lawn public and space front space like and lawn like corner lawn and and front front and and corner corner public space public public space space public space public space creatingcreating an openanspace open but space without but without high highhighhigh public space publiclike space lawnlike and lawn front and and front corner and corner public space public space longlong rowsrows oflong 2-4 storey long rows rows of 2-4 ofstorey 2-4 storey houses houses longlong quality quality quality gardens gardens rowsrows oflong 3-4 storey long rows rows of 3-4 ofstorey 3-4 storey houses houses gardens oflong 2-4 rows storey ofhouses 2-4 houses storey houses quality quality gardensgardens oflong 3-4 rows storey ofhouses 3-4 houses storey houses

Outline of block of the of block of the on Building sides on the the sides of the on Building sides on the the sides of the Outline of the theOutline block Outline of the theOutline block Building on the the sides of the block Building on the the sides of the block Outline of block the block Building Outline of block the block Building onblock the of block the blockOutline Outline of the block Outline of the block Building onblock the of block theBuilding block Building on theof sides of thesides block Building on theof sides of thesides block

Building Building typestypes Interactive Interactive relationship relationship with with streets streets Interactive relationship with streets Building types Building Interactive relationship with streets Building types types Interactive relationship with streets Interactive relationship with streets Building types

Interactive relationship with streets Building types Building types types Interactive relationship with streets Building types Interactive relationship with streets streets Building Interactive relationship with

Outline of Outline the Outline block Outline of block the of the block block Building Outline of Outline the Outline block Outline of block the of the block block Building on the sides Building ofthe on the the on block the sides of block the of the block block on the sides Building ofthe on the on block the sides of the of the block block Outline of the block of the Outline of the block of the Building Building onBuilding the on sides ofsides the block ofsides the Building Building onBuilding the on sides ofthe sides the block ofsides the block

Attached housing Attached housing Attached housing Attached housing Attached housing Attached housing Attached Attached housing housing Attached Attached housing housing

Direct Direct reaction Direct reaction reaction Direct reaction Direct reaction Direct reaction Direct Direct reaction reaction Direct reaction Direct reaction

Attached housing Attached housing Attached housing Attached housing Attached housing Attached housing Attached Attached housing housing Attached Attached housing housing

Direct Direct reaction Direct reaction reaction Direct reaction Direct reaction Direct reaction Direct Direct reaction reaction Direct reaction Direct reaction

Housing in Housing Housing in rows rows in rows Housing inHousing rowsin rows Housing inHousing rows Housing in rows in rows Housing inHousing rows in rows

Indirect reaction Indirect reaction Indirect reaction Indirect reaction Indirect reaction Indirect reaction Indirect Indirect reaction reaction Indirect Indirect reaction reaction

One scale One building tinybuilding scalescale building One tiny tiny scale building One tiny building One tiny scale OneOne tinytiny scale One building tiny tiny scale scale building building One scale tinyOne building scale building

Indirect reaction Indirect reaction Indirect reaction Indirect reaction Indirect reaction Indirect reaction Indirect Indirect reaction reaction Indirect Indirect reaction reaction

No No block No block block No block No block No block No block No block No block No block

One scale One building bigbuilding scale building One big big scale building One big scale building One big scale OneOne big big scale building One One big big scale scale building building One scale bigbuilding scale building

No with No reaction street withwith street No reaction reaction with street No reaction street No reaction with street No reaction No street reaction Nostreet reaction with street street No reaction Nowith reaction with withwith street

analytical framework

Types of lanes

scale: 1:10000

analytical framework

municipality approaches

Municipal vision: Zuid

Many ongoing projects of municipality are relatable to this project. A thorough study of the projects (proposed or ongoing) has been done to enhance the strategy and design development in order to make a practically feasible project. Also the similar proposals of municipality suggests that the correct analysis and observations of the site has been done

urban living

quiet living

river city

scale: 1:20000

urban living

quiet living for districts Hilles- for districts Hillesluis, Afrikaanderwijk,luis, Afrikaanderwijk, Bloemhof, Carnisse Bloemhof, Carnisse worked out in ‘Handeworked out in ‘Handeriver city lingsperspectieven’.lingsperspectieven’.

plan 49

analytical framework

hypothesis

issues 1. Migrated population 2. walkability or pedestrianism

hypothesis CAN STREET BE A PLACE?

great streets opens the opportunity for great business

3. different street functions 4. effect of landuse

street as a intermediary place for residents

5. the line of control- delineation

possibility of change

6. building and the street

adding the human dimensions

solution

analysis abstraction

site selection 53

STRATEGICAL FRAMEWORK

site 1 analysis & strategy

site 2 analysis & strategy

site 3 analysis & strategy

large scale strategy

strategical framework

analysis abstraction

carnisse

pleinweg

zuiderparkweg

strategical framework

site selection pleinweg # Mixed use street

carnisse # Neighbourhood

# Commercial + Residential + Institutional # Chaotic Transport Corridor

# Purely residential

zuiderparkweg # Closed Public Buildings # Lack of pedestrain network # No connections with the green

strategical framework

site selection

strategical framework

design pattern framework

strategical framework

site 1

carnisse neighbourhood street

strategical framework

operative matrix- site 1 carnisse neighbourhood street

road network

building geometry

on street parking

green public space

green private space

All the roads have vehicular access and connected to each other as a grid.

Monotonous straight lines eliminates the relation between the building and the street.

On street parking is reducing the pedestrian activities and usage of public spaces to their potential.

Disconnected open green public spaces reduces the usage.

Too many small private garden which can be used for community interaction.

scale: 1:2000

plan 57

strategical framework

operative matrix- site 1 carnisse neighbourhood street

elevations 58

strategical framework

operative matrix- site 1 carnisse neighbourhood street

strategical framework

strategical framework carnisse neighbourhood street

CURRENT CONDITION

section 60

PROPOSED CONCEPT

STRATEGY The most prominent strategy of this site is to strengthen the public realm and create a transition zone between the private and public zone.

present condition EVALUATION

strategical framework

present situation carnisse neighbourhood street

plan 62

strategical framework

operative strategy- site 1 carnisse neighbourhood street

plan 63

strategical framework

design patterns - site 1 carnisse neighbourhood street

principle 1 neighborhood street hierarchy

principle 2 REMOVAL OF ON-STEEET PARKING

principle 5 GREEN FACADE (MAINTENANCE AND SOCIAL INTERACTION

principle 3 EFFECTIVE DISTANCES OF COMMERCE AND GREEN

principle sketches 64

principle 4 CLUBBED PARKING AND COMMUNITY GARDENS

principle 6 LANDMARK AS NEIGHBORHOOD IDENTITY: Public artwork in new residential development â&#x20AC;&#x201C; aesthetically pleasing public space for residents

principle 7 PRIVATE FRONTYARDS TURNED INTO COMMON SEATING AREAS

PRINCIPLE 8 BLANK FACADES DISCOURAGES THE PEDESTRIAN NETWORK

principle 9 linear bioretention that collects and filters stormwater from the street and sidewalk

principle 10 linear bioretention that collects and filters stormwater from the street and sidewalk

principle 11 INTERESTING AND MEMORABLE STREET

principle sketches 65

principle 12 CENTRAL LINEAR PARK CAN BE MORE INTERACTIVE IN TERMS OF ACTIVITIES AND USAGE

principle sketches 66

principle 13 STAGGERED BUILDING FRONTS WILL ENCOURAGE THE OPPORTUNITY TO HAVE VARIOUS COMMON USABLE SPACES ON THE STREETS

STRATEGY EVALUATION

strategical framework

preliminary stakeholder analysis carnisse neighbourhood street

# Participate in communal engagement activities

# Take initiative to personalise own space.

# Policies to permit/ allow the residents to change the ground floor activities by themselves.

# Help the residents create parking spaces in the back gardens. (Invest in percentages)

# Start a program to include residents to redesign elements in their own neighborhoods.

# Invest in elementary street/ landscape projects of neighborhood.

citizens

housing corporations

municipality

# Opening of small daily need shops in neighbourhood. Introducing mixed use in residential landuse. retail vendors

# Encourage residents to put up home made, fresh open markets in small public spaces dedicated to particular neighborhood. local organisations

strategical framework

site 2

Plienweg commercial street

strategical framework

operative matrix- site 2 Plienweg commercial street

road network # Works as a pur transport corridor # Connecting East and West of Rotterdam zuid

public green spaces # No usable common public space # Smaller spaces not maintained

scale: 1:2000

building geometry # Monotonous straight lines eliminates the relation between the building and the street.

private green spaces # Private gardens which can be used as parking space to eliminate on street parking.

parking analysis # no proper parking space for the residents or the visitors # On street parking is reducing the pedestrian activities and usage of public spaces to their potential.

landuse analysis # mixed landuse # commercial without pedetrian movement

plan 69

strategical framework

operative matrix- site 2 Plienweg commercial street

elevation 70

strategical framework

operative matrix- site 2 Plienweg commercial street

strategical framework

conceptual design framework - commercial street Plienweg commercial street

CURRENT CONDITION

section 72

PROPOSED CONCEPT

STRATEGY

STRATEGY The most prominent strategy of this site differentiate the vehicular and pedestrian network to encourage social and commercial activities in the street of pleinweg.

strategical framework

present situation - site 2 Plienweg commercial street

plan 74

strategical framework

operative strategy- site 2 Plienweg commercial street

plan 75

strategical framework

design patterns - site 2 Plienweg commercial street

principle 1 AESTHETIC PEDESTRIAN CONTROL BOLARDS

principle 2 INCREASING WIDTH OF PEDESTRIAN PLAZA

principle 3 THE DEPTH OF FOUNDATIONS OF ROAD NETWORK AND INFRASTRUCTURE TO BE DECIDED ON THE BASIS OF SOIL POLLUTION

principle sketches 76

principle 4 RESTING ELEMENTS BESIDE COMMERCIAL STREETS

principle 6 GREEN BUFFER ELIMINATING THE SOIL POLLUTION

litted

principle 5 THE SEATING STYLES AND RESTING ELEMENTS

principle 8 DIFFERENT MATERIALS FOR DIFFERENT LANES, INCREASING THE LEGIBILITY AND EASE OF ACCESS

principle 7 bolards between bicycle vehicular lane

and

principle 9 ROAD REFLECTORS BETWEEN VEHICULAR AND BICYCLE STREET

principle sketches 77

principle 10 STRONG PEDESTRIAN PLAZA TO ENCOURAGE THE STREET MARKET AND USER ACTIVITIES

principle sketches 78

STRATEGY EVALUATION

strategical framework

preliminary stakeholder analysis Plienweg commercial street

# Increase number of shops.

# Increase open activity areas to make the street more inviting.

# Re-design their own shop front.

retail vendors

# Diversion of traffic from Plienweg distributing in adjacent streets.

# Redeveloping the junctions as traffic oriented junctions.

traffic planners

# Uplift the pedestrian design elements in the street design municipality

# Rethink the bus stops and make more compact lanes for buses. transportation

# Add offices and institutions to enhance the economic value of the street. office spaces

strategical framework

site 3

Zuiderparkweg public street

strategical framework

operative matrix- site 3 Zuiderparkweg public street

# All the roads have vehicular access and connected. # Transport junction # Public open parking spot. # No transitions from closed public space to open public space. # Pedestrian plaza is lacking. # Green open spaces, without maintenance, and univiting for public.

scale: 1:2000

road network

parking analysis

building geometry

open green public spaces

plan 81

strategical framework

operative matrix- site 3 Zuiderparkweg public street

# All the roads have vehicular access and connected. # Transport junction # Public open parking spot. # No transitions from closed public space to open public space. # Pedestrian plaza is lacking.

elevation 82

strategical framework

operative matrix- site 3 Zuiderparkweg public street

strategical framework

conceptual design framework - typical neighborhood Zuiderparkweg public street

CURRENT CONDITION

section 84

PROPOSED CONCEPT

STRATEGY The most prominent strategy of this site connecting all the public building through a pedestrian network.

strategical framework

present situation - site 3 Zuiderparkweg public street

section 86

strategical framework

operative strategy - site 3 Zuiderparkweg public street

plan 87

strategical framework

design patterns - site 3 Zuiderparkweg public street

principle 1 POTENTIAL USE OF THE HUGE PARKING LOT

principle 3 SMOTHER TRANSITION BETWEEN TWO SPACES FOR A SOOTHING PEDESTRIAN EXPERIENCE

principle sketches 88

principle 2 INCREASING RESTING SPACES IN HUGE PUBLIC BUILDINGS

principle 4 BOLARDS TO CONTROL THE VEHICULAR MOVEMENT AND IN TERMS OF PEDESTRIAN SAFETY

principle 5 PERMEABLE MATERIALS USAGE IN THE PARKING LOTS INCREASING SUSTAINABILITY

Choosing the right tree for the available habitat can help minimize conflicts with adjacent infrastructure. For example: • Woody vegetation should adhere to the 10’ preferred setback from all underground utilities (water, storm, sewer, and gas). • Where trees are strongly desired and the 10’ preferred setback is unachievable, design elements like root barriers may be incorporated between 5’-10’ of water, sewer, storm and gas utilities to protect both the root system and utility infrastructure. • Trees with deeper roots and small trunk flares should be used adjacent to pavements to prevent cracking and heaving. principle 6 SELECTION OF THE RIGHT PLANTATION

principle 7 CONNECTION OFTHE GREEN AND WATER BETWEEN CLOSED PUBLIC BUILDINGS AND ZUIDERPARK

principle sketches 89

principle 8 THE BUFFER ZONES AND SETBACKS

principle 9 SEPARATION BETWEEN ALL MODES OF TRANSPORT

principle sketches 90

principle 10 UNIVERSALLY SCCESSIBLE PUBLIC STREETS

STRATEGY EVALUATION

strategical framework

preliminary stakeholder analysis Zuiderparkweg public street

# Open up ground floor for interactive public activities.

# Create a hierarchy between closed, semi open and open public places.

# Diversion of traffic from Plienweg distributing in adjacent streets.

# Redeveloping the junctions as traffic oriented junctions.

mall

traffic planners

# Stronger public connections between hard and soft landscapes. Connections with Zuiderpark. municipality

# Open markets and temporary festivals for open plaza public activities. retail vendors

# Change of parking space in semi open or open spaces for public activitites and softening transitions. ahoy

strategical framework

strategical framework for rotterdam

plan 92

scale: 1:30000

strategical framework

strategical framework for rotterdam zuid

The three strategies wonâ&#x20AC;&#x2122;t be succesful if it is not implemented on the bigger scale. So strategies have been made for the city scale connections while changing/ partly modyfying the transport route.

strategical framework

Operative strategy for rotterdam zuid

plan 94

scale: 1:10000

analytical framework

probable solutions

issues

hypothesis

1. Migrated population

CAN STREET BE A PLACE?

2. walkability or pedestrianism

great streets opens the opportunity for great business

3. different street functions 4. effect of landuse

street as a intermediary place for residents

5. the line of control- delineation

possibility of change

6. building and the street

adding the human dimensions

solution functions depending on the landuse functions depending on the no. of users shared economy repairing retrofitting recreating

design framework

detailed design possibilities/ references

site selection 98 present scenario 100 scenario 1 development

102

scenario 2 development

106

scenario 3 development

110

scenario feasibility

114

detailed design 116 practical implementation

DESIGN FRAMEWORK

124

design framework

detailed design site possible scenarios pleinweg

as a transport corridor

as a multimodel street

as a street market

vehicular

vehicular + commercial

commercial + public space

# Promoting all modes of transport # Reducing pedestrian and bicycle movement. # Developing as Hi-speed highway, connecting east and west. # Orange lanes as collectors or distributors. # Yellow lanes as connecting lanes

# A combination of offices/ retail shops along the main vehicular street. # Pedestrian on alongside lanes and crossing in intervals. # Reducing modes of public transport. # Compact design of bus stops. # Adding layers of infrastructure to have different functions in different levels.

# Changing the vehicular access to adjacent streets. # Increase commercial and institutional activities. # Enhancing pedestrian activities and plaza spaces # Removal of on street parking spaces in the primary road. # Parking spaces on secondary/ teritiary streets or concentrated inside buildings. # Street market with activities for all age groups. # Will enhance the economic conditions of Pleinweg

concept of a complete street legends Main design intervention strongly affected streets affected streets

plan 98

distribution of activities because of primary interventions

scale: 1:5000

design framework

a complete street COMPLETE (adjective) Having all its parts or members; comprising the full number or amount; embracing all the requisite items, details, topics, etc.; entire, full: Perfect in nature or quality; without defect. A complete street is simply a street which provides safe passage for all of its users, regardless of their mode of transportation. â&#x20AC;&#x153;Complete Streetsâ&#x20AC;? are both safe and inviting, prioritizing people on bikes and on foot, while simultaneously addressing the needs of those in other vehicles and in public transportation. The goal is to effectively balance the interests of different kinds of road users, while promoting active transportation and vibrant urban environments.

design framework

present scenario concept the concept

plan 100

design framework

present scenario concept

ELE 1

ELE 2

ELE 1

ELE 2

2.0

2.5

4.0

2.0

8.0

3.0

10.0

2.0

4.0

2.5

3.5

2.0

2.5

4.0

2.0

8.0

3.043.5

10.0

2.0

4.0

2.5

3.5

43.5

section

plan

101

design framework

scenario 1 - vehicular the vision

102

design framework

scenario 1 - vehicular relation to the bigger vision

scale: 1:5000

plan 103

design framework

scenario 1 - vehicular the concept

plan 104

design framework

scenario 1 - vehicular thumb rules

Addition of one bus stop. Elimination of on-street parking. Reduction of commerce on the streets. Residential buildings to be encouraged along the road. Offices can be introduced with internal parking spaces. Road hierarchy to be followed: - Entrance from secondary lanes - Parking on secondary lanes - No vehicular access on tertiary lanes

105

design framework

scenario 2 - vehicular + commercial the vision

106

design framework

scenario 2 - vehicular + commercial relation to the bigger vision

scale: 1:5000

plan 107

design framework

scenario 2 - vehicular + commercial the concept

plan 108

design framework

scenario 2 - vehicular + commercial thumb rules

Increase in the pedestrian plaza place Underground parking for visitors, residents and shopkeepers. Added seating furnitures to encourage commerce. Pedestrian connectivity across the street. Shop extensions and facade development to be managed.

109

design framework

scenario 3 - commercial the vision

110

design framework

scenario 2 - commercial relation to the bigger vision

scale: 1:5000

plan 111

design framework

scenario 3 - commercial the concept

plan 112

design framework

scenario 3 - commercial thumb rules

Underground transport highway. More commercial stores along the street Temporary functions for pedestrians like weekly street market, plaza spaces etc. Only bicycle access on the ground level. Secondary vehicular roads diffused from Plienweg. Whole street dedicated to the pedestrians.

113

design framework

scenario feasibility ELE 1

PEDESTRIAN ZONE

BICYCLE ZONE

VEHICULAR ZONE

BICYCLE ZONE

PEDESTRIAN ZONE

ELE 2

Residential

Offices

Residential

Offices

Commercial Residential Pavement Material

Thick Bituminous Concrete Sand fine grain

1 scenario 1 vehicular 70% + pedestrian 30%

as a transport corridor

Gravelled sand Clay Peat

1.0

3.5

1.0

4.0

1.0

10.0

3.0

10.0

1.0

4.0

1.0

3.5

1.0

44.0

PEDESTRIAN ZONE

ELE 1

BICYCLE ZONE

VEHICULAR ZONE

BICYCLE ZONE

PEDESTRIAN ZONE

ELE 2

Residential

Offices

scenario 1

Commercial LA Commercial

Offices

Detail D

Detail A

Entrance Parking

SS Detail B

Commercial B

2.2

Bicycle lane

Detail F

Pavement Material

Bicycle lane

Detail E Detail C

scenario 1 vehicular 50% + pedestrian 50%

as a multimodel street

Thick Bituminous Concrete Sand fine grain Gravelled sand

Visitors Parking

Clay Peat

Residents Parking

2.0

3.0

3.0 12.0

4.0

1.0 1.0

6.0

6.0 18.0 44.0

114

6.0

1.0 1.0

4.0

3.0 12.0

3.0

2.0

scale: 1:200

PEDESTRIAN ZONE

BICYCLE ZONE

PEDESTRIAN ZONE

ELE 1

ELE 2

Residential

Offices

Commercial

Offices

Commercial

scenario 1 vehicular 100% + pedestrian 100% (in two levels)

Commercial Pavement Material

as a street market

Thick Bituminous Concrete Sand fine grain Gravelled sand Clay Peat

2.0

4.0

3.5

4.0

5.0

4.0

3.5

4.0

2.0

42.0

scenario 3

Socially Infeasibile

Intermediate Condition

Economically Infeasibile

Eliminating the pedestrian network and the commerce along the street will be harmful to the city as a whole. This might lead to further changes around that part by creation of other commercial centre. Secondly, the residents of Pleinweg will have to face a dead social life surrounded by only vehicles and moving traffic.

This condition will elevate both the pedestrian and vehicular network, without going to any extreme conditions. This is preferable in terms of both socio-economic feasibility. Thus, I am selecting this condition and moving further for detailed design development.

Construction of vehicular tunnel is a very expensive way out to the problems. This is led to disconnected traffic flow on the edges of the street, planning and redirecting of which willl take a lot of efforts and money. Though there will be a lot of revenue genrated by the commercial activities on the street, but still it will be an expensive affair.

scale: 1:200

115

design framework

scenario 2 - vehicular + commercial the detailed design

LB SS B

Shop Extension

Shack

B Buildings alongside

Buildings alongside

Shack Underground Parking B

SS LB

Shack

2.0

3.0

4.0

1.0

6.0

1.0

4.0

3.0

2.0

44.0

plan 116

PEDESTRIAN ZONE

BICYCLE ZONE

VEHICULAR ZONE

BICYCLE ZONE

PEDESTRIAN ZONE

scale: 1:200

6 4

7 scale: 1:200

8 plan 117

design framework

scenario 2 - vehicular + commercial the detailed design

section 118

scale: 1:200

design framework

the detailed design materials

concrete blocks

scale: 1:200

concrete blocks permeable

grass roof

stone edging kerbs

green buffer discontinuous

asphalt coloured cycle lane

section 119

design framework

the detailed design details

2 6

4 120

1. PAVED ACTIVITY ZONE DIFFERENTIATING FROM BICYCLE LANE 2. DEFINED PEDESTRIAN AND ACTIVITY ZONE 3. SEATING AND PLANTATION IN THE ACTIVITY ZONE 4. VISUALISATION OF PUBLIC ACTIVITIES 5. PEDESTRIAN SAFETY ORIENTED JUNCTION DESIGN 6. PLANTERS AND KERBS BETWEEN LANES 7. ROUNDABOUT PROPOSAL IN THE JUNCTION 8. PEDESTRIA FRIENDLY JUNCTION DESIGN 9. & 10. NOTCHES AND PATCHES CREATING SPACES TO SIT AND RELAX 11. OPENING FROM FACADE TREATMENT 12. STRONG DEFINING PEDESTRIAN ZONE AND VEHICULAR ZONE

121

street furniture

122

design framework

the detailed design final outcome

UNDERGROUND PARKING

VEHICULAR ZONE

BICYCLE LANE

ACTIVITY STREET

123

design framework

the detailed design stakeholders

124

section

design framework

the detailed design phasing of the project

1 2 3 4 5

Traffic diversion Underground parking Housing maintenance Add commerce and offices Extra functions + Street furniture 125

design framework

design evaluation Certain physical qualities are required for a great street. All are required, not one or two. Most are directly related to social and economic criteria having to do with building good cities: accessibility, bringing people together, publicness, livability, safety, comfort, participation, and responsibility. These qualities are not much to ask for on any urban street, great or not, where there are people. Still, they are often absent from many streets.

Allan b. jacobs # Physical Comfort # Definition # Qualities that Engage the Eyes # Transparency # Complementarity # Maintenance # Quality of Construction and Design

Qualities that Contribute: # Trees # Beginnings and Endings # Many buildings rather than few; Diversity # Special Design Features # Places # Accessibility

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# # # # # # #

Density helps Diversity Length Slope Parking Contrast Time

reflection

margaret crawford theories Finally to conclude the project, I would say that all the aspects of MArgaret Crawford has been taken care of while designing and strategizing the street patterns and design.

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project 1 134 project 2 136 comparitive study

ECONOMIC FEASIBILITY

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FEASIBILITY

Economic Feasibility Essay Sugandha Gupta|4516044

Alankrita Sarkar|4510623

In this paper, we will be describing, evaluating and comparing two projects of Rotterdam Zuid. The paper will have three parts, description of project 1, description of project 2 and the feasibility comparison of both the projects. Project 1: Spaces for Dialogue – Applying Gender Sensitive Urban Design to achieve Fair Shared Cities 1. Project Description Gender Sensitive Urban Design in Carnisse , a neighborhood of Rotterdam Zuid is chosen as the topic motivated from the non- interaction of the Hijabi women and mothers of Rotterdam Zuid. The main issues were the lacking functions, strollers inaccessibility in terms of standing spaces, safety in public spaces, transparency, privacy and vision. Carnisse is a neighborhood that lacks in social index and safety , while talking to the residents I realized there are many opportunities doing which it can be much easier for the women and children living in Carnisse to lead their life happily, inclusively and safely. After the Spatial Biographies done in the analysis it has been realized that public transport, movement and daily shopping activities are the most important part of the daily life of 70% women of the neighborhood. Therefore, the market area of the Pleinsweg is chosen as the target area for in-depth Spatial Design. 2. Strategy of the Plan The design concept comes from distributing positivity from the mall to the chosen spots for The Screens (Waterfront) , The Lounge (Corner near the School) and The Living Room (the marketplace) in terms of functions and design elements. Women and children are one of the vulnerable groups as identified by the UN and designing a space for them is accessible and safe for everyone and for all.

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The strategy includes increasing the value of the land of the location as it sets an example of a social issue of Inclusive Public Spaces. As the functions and properties of the Winkelcentrum is distributed in these specific locations making them a mixed use safe space and advertising the area as a gender sensitive designed urban space attracting the single mothers and single working women to live in that area. Urban Strategy: The focal points of Big city policy like work, security and quality of life are looked for with much more concentration in the form of making futuristic plans of the same. 3. Actors Involved Three types of land ownerships identified would be the municipality or the government, public private partnerships and private ownerships of the area. The proposal in this case would come under a governmental planning and then can be given as a project to private architectural and urban designer’s firms for designing and to a contractor thereafter for the execution. The owners of the local shops who are the residents of the area and the supermarkets which comprises of the famous Aldi, Nettomarkt, Gall & Gall, benefits from this change. Also the residents of the area will be benefitted by having a nearby safe and accessible market area through public and private transport. So basically the major actors identified would be:• Politicians • Government officials/Municipality • Users/ Citizens of Carnisse • Real Estate Developers • Architects/ Urban Designers/ Landscape Architects • Lawyers/ Other professionals • Contractors/ Person executing the Project 4. Characteristics of the area The project area includes Retail, Residential and Sociocultural land uses to be specific. Gentrification would be a result or an after effect of the changes that take place to this particular area.

The main Land costing would include:• Development Costs:1. Hard Development Cost 2. Soft Development Cost • Additional Costs DEVELOPMENT COSTS (Hard) The land cost would be including the relocation of the already existing platforms, steps , benches and materials. Everything will have to be demolished and prepared again or even for reusing it has to be refurbished and the costs are included. The lighting, placement of benches, constructing platforms, steps, landscaping, etc. are included in the cost with the cost of the labor involved. This is the cost that is generated by the builder who executes the project. DEVELOPMENT COST (Light) The architect, engineers and lawyers fee would be a part of this category. The money involved in generating a building permit is also included in the category. Also all the banking loans and interests cost would add up here. The profits and the risks taken by the Real Estate Developer involves an amount of monetary funds which would be a part of this as well. ADDITIONAL COSTS The local governmental costs like refurbishment of the soil, planting species for purification of the water, settling down the public for developing a public space, costs involved when the traffic lines are stopped and other measures have to be taken to let the traffic lines keep moving. Basically an additional cost of the inconvenience caused is always involved in any project. 5. Revenues of The Plan Focusing on the quality of space do not generate an incredible amount of revenue in terms of monetary funds but an overall review of the investment is what is important. Developing the market place increases the accessibility of the space and the usability of the retail areas. The shops and restaurants would be visited more frequently and thereafter it would increase the profits made by the private owners which means an increment in the taxes and vat thereby profiting the government.

A development of the infrastructure (bus stop here) and public space is always a favorable point for the municipality and results in an overall growth of the city. Here redesigning an area for women will raise an awareness to make cities inclusive by very small and negligent measures which are design adaptations and not huge design decisions. 6. Internal & External Cost Benefits Internal costs basically include the inputs, the materials cost, the production and the development cost whereas the external cost would include the salvage costs, ecological and environmental - friendly recurring costs after the life span of the constructed element is over. For exampleThe integrated street furniture proposed is made out of logs of wood and bamboo which are cheap materials, so therefore at the end of its life cycle, say after 20 years. Its completely sustainable to dispose it off and would not have any costs involved in that. Cost benefits are generated as the commercial and retail area is being developed. Also the location will give benefits in the long run. Development of a better infrastructure and accessibility will give a bright future and help women to do their errands in a way better and faster manner which increases the fiscal, physical and societal value of the Carnisse neighborhood, thereafter uplifting the safety index and physical index of the area. 7. Future Advancements The proposal stands as one of the important gender sensitive urban redesign project which helps in facilitating the services and the boosting the retail and commercial area, holds high regards in elevating the land prices of the residential neighborhoods as it marks to be a safe space to live in Rotterdam Zuid. The future alterations can be done in changing the nature and theme of the place but the overall concept of having such a public space in that area at the marketplace is the need of the shopping activities to park strollers, buggies and have play area for the children. An overall benefit would come in the long term in terms of societal and monetary measures.

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Project 2: Composition of Democratic Streetscape 1. Project Description Rotterdam city is one of the most developed cities in The Netherlands. The vicinity of Rotterdam central highly urbanized and is known for tall buildings, open space, street markets, huge squares and junctions welcoming the public for social interaction. Complementing to the city characteristics, the southern part of Rotterdam is developing itself in the similar way, welcoming international residents and various communities. Based on the current issues of Rotterdam zuid, the growth trend and the site analysis, I wanted to focus on the streets of that area from the user perspective. Thus, three different types of streets has been selected to work on the strategy level; one is residential street of Leperlaarsingel in Charlois, second is the commercial street of Pleinweg and third is the public activity street of Zuiderpleinweg. For the detailed design, I have developed the street of Pleinweg considering various scenarios. The physical boundary of the project is not very defined, as this project is not about developing a particular site but to upgrade the social aspects of a region. The detailed street design concept of a complete street can be followed throughout the city of Rotterdam. 2. Strategy of the Plan The concept of the whole project was to create a street which can encourage the citizens to interact, knowing that most of the residents of Rotterdam Zuid are migrants. This way the crowd will support the street to be more lively and walkable. Three strategies for three sites consisted of main focus on community engagement and elevating the streetscape. The target group for the residential street are the residents from various community backgrounds. For the commercial street the targeted audience is the commerce sector and the citizens. And thirdly, for the public space street, the targeted audience are the citizens and outsiders, creating that place as the center of Rotterdam Zuid.

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Going deeper into the second type of street, the street can be developed in three possible scenarios. Presently the street of Pleinweg works fine as a transport corridor but the economic activities along the street is not benefitting or used to their potential. So the first strategical scenario was to repair the existing street and developing it as an transport corridor, eliminating the retail shops. The second extreme scenario is to recreating the whole street into a pedestrian zone and market street and connect the transport system through an underpass. The third strategical scenario is retrofitting, which is combination of the transport and the pedestrian activities as a whole. 3. Characteristics & Components The main intervention is to create a complete street by including commercial and public activities into the present scenario. So, the scenario around this place including the secondary lanes and the edges of the street is going to revolutionize. Design components like undergroung parking, narrowing the transport lane, faĂ§ade treatment of alongside building and addition of street elements and street furnitures is proposed in the project. On a bigger scale, more office spaces and economic activities are planned which will enhance the growth of that of the city. 4. Stakeholders and Phasing of the project The most prominent stakeholders would be the residents, retail vendors, municipality, traffic planners, offices and housing authorities. The project can be completed under different phases. With each phase different stakeholders will play their roles. The first phase would be diffusing the traffic into the secondary lanes, which will provide enough space for the construction of underground parking in the second phase. Here the job of traffic planner is to redirect and plan the traffic flow. In the second phase municipality will invest on the underground parking with the help of architects and designers. The third phase would be the maintenance and upgradation of the buildings alongside to create more commerce, office spaces and improve the residential conditions.

The housing societies, the offices and the retail vendors should invest for this phase. The commerce in this area will add to the overall profit by which we can proceed to the next phase of our project, which is adding street elements and including public activities on the pedestrian zone. This way the whole street will be lively and interactive in terms of aesthetics, functions, connectivity etc. 5. Impact of Project â&#x20AC;&#x201C; Costs & benefits The general public is mainly affected by any major changes in the city or urban design adaptation, although in this project, the general public achieves a lot in terms of livability and welfare. The whole project concentrates on the public relation and social interaction by creating streets as public spaces. All the stakeholders will have their duties and responsibilities as per the benefits they are getting from the project. This will create a sense of personalization and citizen engagement on a planning scale. The government on the other hand is one of the main investors of this whole project. But the revenues which are going to be generated after the project comes into function will have a positive effect on the city economy. Most of the part of the project will be based on private public partnership investment and the profit will be shared by the stakeholders and the businessman. Some percentage of the profit will be dedicated to the government for city development fund. The Ownership of the street is held by the government and the buildings are held by the housing authorities. All the interventions are on the street and the cost will be incurred by different actors. The internal costs will incur the cost of construction of parking, cost of improvement of street in terms of pavements and lane divisions, the labor cost, maintenance cost, costs of additional elements like adding of street lights, street furnitures, adding trees and plants etc. External costs will include the managing costs of the parking facility etc. While construction, the phasing of the project should be planned and followed suitably to extract the project cost from the initial stages itself.

6. Future Advancements In future this project strategies can be used for other streets of Rotterdam as well. And the strategies provided for different kinds of streets; residential commercial and public street will help the citizens to unite on a social level. Because the strategy and design involve various stakeholders, it will be easier to get investors in all the project phases. Concluding the essay, I can say that the whole projects deals with a lot of economic activities and different stakeholders and actors who are being involved in this project. If we perceive this projects in parts/ elements by elements, this project wont be able to gain the amount of positivity, but as a whole the project in total will generate a lot of revenue and social validity.

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Project Comparison The two projects “ Dialogue of Spaces” and “ Democratic Streetscape” are complementary being social projects and to be developed in favor of the citizens. They have been compared on two levels of Social Feasibility and Economic Feasibility. The Social feasibility is where we talk about the different stakeholders and it can be concluded that both the projects are in service of inhabitants and local shop owners. Though both the projects are design oriented but the first project is more technical and small scale while the other is more strategical and at administrative level. In the Economic feasibility part, the projects have been judged on the aspects of costs and benefits where lesser the cost and higher the benefits, the project will be more feasible. Here in these projects they are judged in the fields of land development costs, salvage costs, third party benefits, etc. the two projects are economically feasible and thereafter benefitting a larger group of people. According to the Klee diagram, there are levels of impact scale depending upon the interventions. In both the projects the impact will come not just on the intervention area but on a larger city scale. Like in project-1 being an awareness project it sets an example of creating inclusive spaces while designing in Rotterdam Zuid. Also in project-2 the various streets have been conceptualized as a prototype to be used in other parts of the city. The evaluation of these two projects led us to think about the future possibilities and opportunities in terms of usage, maintenance and investment.

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