Waterfront Urban Regeneration of Zayed Port: A Socially Sustainable Design

Acknowledgment I would like to express my appreciation and gratitude to Dr. Khaled Gala who guided me through my graduation. I want to thank him for his supports and helps as my advisor; and also, I want to dedicate this work to my beloved Father and Mather, who compassionately helped me and supported me until I could become the person who I am today.

Course title: Research Based Design Project Final Submission Date: 05-May-2019 Student Name: Arch. Baraah Moutaz Khaled Hamdoon Student ID: 201770200 Advisor: Dr. Khaled Galal Ahmed MSc. in Architectural Engineering

United Arab Emirates University Spring Semester; Academic year 2018-2019

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ABSTRACT The transformation of urban waterfronts is one of the key urban design and planning stories of the late twentieth century. Where the urban waterfront is crucial to shaping the city image. It also contributes to quality of life of the city’s inhabitants and visitors. This paper aims to discuss the relationship between urban form and social sustainability is explored where several main dimensions of social sustainability are identified and discussed in detail: equitable access, the sustainability of the community itself, sociability and livability, safety, identity of the place and density. Sustainable development is a widely used term, which has been increasingly influential on Abu Dhabi planning. There has been a sea change in Abu Dhabi Waterfront in the last 20 years. As result, the study will illustrate the different aspects in defining and reviewing the literature in social sustainability in urban waterfront regeneration. Also, the content of this study is illustrated by analyzing different built waterfront globally in Liverpool and Cardiff City. Finally, in order to propose a theoretical framework for social sustainability urban development to provide a design guideline for urban waterfront regeneration projects.

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Why social sustainable urban waterfront development?

With the significant increase of the population of Abu Dhabi city in the recent decades, Abu Dhabi has grown significantly from desert areas with mixed use area within the center of the city leaving aside the waterfront redundant and no connectivity with the old side as well as the city center of the city. This, however, has aspired my interest about how a city’s waterfronts can be developed socially, what are the right forms for development and how we can use the waterfront as a tool for improving a city’s urban qualities.

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TABLE OF CONTENTS ABSTRACT............................................................................................................................................ 3 CHAPTER 1: INTRODUCTION ........................................................................................................ 8 1.1 Background ............................................................................................................. 9 1.2 Scope of work ......................................................................................................... 9 1.3 Limitations ............................................................................................................ 10 CHAPTER 2: PROJECT DESIGN SCOPE .................................................................................... 12 2.1 Problem ................................................................................................................. 13 2.2 Objectives ............................................................................................................. 13 2.3 Methods and tools ................................................................................................. 14 3.1.2 What is Space Syntex by DepthmaX........................................................... 16 2.4 Research Design ................................................................................................... 17 CHAPTER 3: LITIATURE REVIEW AND CONCEPTUAL FRAMEWORK .......................... 20 3.1 Urban Regeneration .............................................................................................. 21 3.1.1 Defining Urban Regeneration ..................................................................... 21 3.1.2 Principles of Urban Regeneration ............................................................... 23 3.2 Urban Waterfront Regeneration ............................................................................ 24 3.2.1 The Phenomena and Definition of Urban Waterfront Regeneration........... 24 3.2.2 History of Urban Waterfront Regeneration ................................................ 26 3.2.3 Waterfront Areas as Sustainable Regeneration ........................................... 30 3.2.3.1 Strategies for Sustainable Urban Waterfront Regeneration ............ 30 3.3 Sustainable Urban Development........................................................................... 31 3.4 Socially Sustainable Urban Development............................................................. 33 3.4.1 Defining Social Sustainability ........................................................... 33 3.4.2 Urban Social Sustainability Concepts and Principles ........................ 34 3.5 Socially Sustainable Urban Waterfront Regeneration .......................................... 37 3.5.1 Socially Sustainable Urban Waterfront Regeneration Principles ...... 38 3.6 Project Review-Case Studies ................................................................................ 51 3.6.1 Liverpool Waters .................................................................................. 51 3.6.2 Cardiff Bay Waterfront ......................................................................... 71 3.6.3 Applicable Principles and Indicators .................................................... 86 3.7 Socially Sustainable Urban Waterfront Regeneration Conceptual Framework .... 90 5

CHAPTER 4: PROJECT CONTEXT .............................................................................................. 98 4.1 Presentation of the Study Case ........................................................................... 100 4.1.1 Abu dhabi Location ................................................................................... 100 4.1.2 Early History of Abu Dhabi Waterfront .................................................... 102 4.1.3 Abu Dhabi 2030 Master Plan .................................................................... 106 4.1.4 Mina Zayed ............................................................................................... 111 4.1.4.1 Site Overview ................................................................................. 111 4.1.4.2 Surrounding .................................................................................... 113 4.2 Mina Zayed Waterfront Pier Proposal ................................................................ 115 4.2.1 General Background .................................................................................. 115 4.3 Assessment of Social Sustainability Indicators .................................................. 118 CHAPTER 5: PROJECT DESIGN GUIDELINES ....................................................................... 152 5.1 Guidelines – Based on the Previous Investigation .............................................. 153 CHAPTER 6: PROJECT DESIGN SCHEMATICS AND VERIFICATION ............................ 158 6.1 (Re) Design of Mina Zayed Waterfront Pier ...................................................... 159 6.2 (Re) Design Verification ..................................................................................... 161 6.3 Assessment of the Redeveloped Schmes by Space Syntax by DepthmapX ....... 180 CHAPTER 7: CONCLUSION, RECOMMENDATIONS AND FUTURE RESEARCHE ....... 187 7.1 Conclusion and Recommendation’s ................................................................... 189 7.2 Future Researches ............................................................................................... 190 REFERENCES ................................................................................................................................... 191

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Introduction

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1.1 Background The port city of Abu Dhabi in the United Arab Emirates has been in the center of the contemporary debates of the waterfront regeneration. Through its history, UAE has been at the crossroads of many cultures. Where the UAE faced in 1971 a lot of stages of development of economic and social terms, this is due to the governor of the state and existing sources.

Whereas, waterfront in UAE lies on the coast of the Arabian Gulf and is considered the oldest sources that benefit the residents of the state for economic development and increase the income of the family such as trade, pearling and fishing according to UAE history archive.

Moreover, Abu Dhabi is a continues developing city and is known because of its location and in terms of demographics. By big regenerations projects, Abu Dhabi city tries over the time to improve the city in order to facilitate better living conditions. Most of these regenerations’ projects appear beside the water. Example is what’s happening in Abu Dhabi waterfront, in which it changed from an empty area exiting out of mostly no livable into one of the key business centers in the area. In addition, this kind of transformation appear over the whole city and cause a shift towards a city for the rich.

In this research will concern to design a design framework for Zayed Port in Abu Dhabi in order to provide future recommendation for socially sustainable urban waterfront regeneration project in terms of different level such as social, culture and environmental. Whereas, the research question is concentrated on what are the main principles for social sustainable urban waterfront regeneration? And to provide future design recommendation such this type of project. To achieve the aim of the research, the literature of the study will discuss four main area interrelation with each other (Urban Regeneration, Urban Waterfront Regeneration, Sustainable Urban Development and Socially Sustainable Urban Development).

1.2 Scope of work Due to the importance of social life, activities, and interactions to the life quality and wellbeing of people, it is crucial to look for enhancing the quality of our surrounding built environment in a way that can enhance the quality of our social experience within itself, so the scope of work in this project is to study and investigate the quality of mixed-use urban waterfront contribution to the social life of the community. Additionally, the scope of the project is to develop a design framework for Zayed Port in Abu Dhabi in order to provide 9

future recommendation for socially sustainable urban waterfront regeneration project in terms of different level such as social, culture and environmental. Whereas, the research question concentrates on what are the main principles for social sustainable urban waterfront regeneration? And to provide future design guideline such this type of project. Accordingly, Abu Dhabi Zayed-Port were selected to be the scope of the research investigations.

1.3 Limitations This research is concerned on developing a ‘conceptual framework’ for the analysis based on the principles and indicators of social sustainability on the urban waterfront regeneration as mainly derived from two sources: the relevant global literature and case studies. A qualitative research method was applied to probe, the social sustainability indicators of the waterfront regeneration. Abu Dhabi City in United Arab Emirate has been selected as a locus for this study because it has been in the center of the contemporary debates of the waterfront development for several types of projects and have always been place of attraction for different culture and tourism. This made the city a destination for more mixed-use area development.

However, Abu Dhabi Zayed-Port were selected to be the site project of the research investigations. The selection of this location was based on the future development of Zayed Port. Where according to Abu Dhabi Vision 2030, Mina Zayed will be converted into mixed use area which will be part of the country. Accordingly, the research project has faced some limitation and difficulty, firstly in accessing some data from the municipality, as well limitation in drawings and information regarding the proposed project, due to the project is still under construction. And time and effort limitation.

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Project Design Scope

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2.1 Problem The research focuses on developing an urban waterfront area where the communication gap between designers and users should not be ignored in this type of project. The two groups are quite different in terms of educational background, ways of thinking, “taste,” and many other aspects. Design criteria are seldom based on an adequate understanding of the public’s needs and preferences. Hence, the main concern to develop a sustainable urban development is to provide the main design principles about social impact. Usually, social impacts have contextual features and they represent complex social relations or dynamics. The nature of social change will vary with the type and size of a development project. Additionally, urban waterfront development is complex, multi-purpose, and challenging. Many issues may be encountered throughout the whole development process. Where the problem statement can be concluded as follows: •

The main concern to develop a sustainable urban development is to provide the main design aspects about social, economic and environmental impact.

•

There is no literature that have reviewed the sustainability of recent local waterfront communities in UAE.

•

There is a lack of using quantitative tools like Space Syntax by Depth Map X in evaluating sustainability of a mixed-use area.

•

Sustainable community development is complex, multi-purpose, and challenging.

Many issues may be encountered throughout the whole development process.

2.2 Objectives The research main objective is to design guidelines for socially-sustainable urban redevelopment of waterfront. Furthermore, where the study focuses to define a theoretical design framework approach in ensuring design quality using social sustainable urban waterfront principles and indicators.

The sub-objectives are outlined as follows: 

Define a conceptual framework for principles and indicators of socially sustainable urban waterfront development.

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Use this conceptual framework to assess the proposal development of Zayed Port.

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Formulate an effective approach in assessing the performance of the designed socially urban waterfront;

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Identify the key aspects of urban waterfront in relation to public participations and needs;

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Development of a more sustainable socially urban regeneration for waterfront areas;

In achieving these goals, the research can assist with: 

Defining the principles and indicators for achieving a good urban waterfront;

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Setting minimum and aspirational quality standards;

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Establishing a clear and consistent planning, design, review and approval process; and

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Providing a comprehensive reference guide for urban waterfront design and implementation.

2.3 Methods and tools This research developed a conceptual framework for the analysis based on the principles and indicators of social sustainability on the urban waterfront regeneration as mainly derived from two sources: the relevant global literature and case studies method. A qualitative research method was applied to probe, the social sustainability principles and indicators of the waterfront regeneration. Where Abu Dhabi city was chosen as the location of the field study because it has been in the center of the contemporary debates of the waterfront development for several types of projects and have always been place of attraction for different culture and tourism. This made the city a destination for more mixed-use area development. Whereas, Abu Dhabi Zayed-Port were selected to be the scope of the research investigations. The selection of this location was based on the future development of Zayed Port. Additionally, in order to assess the design of this project based on relevant principles and their indicators through investigation tools ‘measurement tools’. The investigation tools utilized in this qualitative assessment were CAD drawings, Google Earth maps, photographs, field observations during site visits, and informal interviews, Floor area ratio and Space Syntax by DepthmapX which will be explained more in section 2.3.1. As explained in the following (Figure 1) which illustrate the research methods and tools.

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Define the Design Principles of the social sustainable urban waterfront

Define the Indicators of each Principles

Establish a Conceptual Design Framework for social sustainable urban waterfront (Principles +their associated Indicators + Measuring tools) (Table 8)

Evaluate each indicator using the qualitative assessment tools ‘measuring tools’

CAD drawing, Google Earth map, Catchment area, field observation, Space Syntax by DepthmapX

Figure 1: The Research Methods and Tools

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2.3.1 What is Space Syntax by DepthmapX It was conceived by Bill Hillier, Julienne Hanson and colleagues at The Bartlett, University College London in the early 1980s as a tool to help architects simulate the likely social effects of their architectural and urban designs. As describe by B. Hillier and J. Hanson that the general idea is that spaces can be broken down into components, analyzed as networks of choices, then represented as maps and graphs that describe the relative connectivity and integration of those spaces. Additionally, Space syntax is a set of methodologies which describe the effect of space geometry.

The space syntax approach was conceived to help architects simulate the likely effects of their designs on the people who occupied and moved around in them, be they buildings or urban settlements. It has grown to become a tool used around the world in a variety of research and areas and design applications in architecture, urban design, planning, transport, and interior design.

Spatial Analysis in Space Syntax: 

Visibility graph analysis (VGA) is a method of analyzing the inter-visibility connections within buildings or urban networks.

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Connectivity measures the number of immediate neighbors (axial lines) that are directly connected to space (represented by an axial line).

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Depth Distance, is the most intuitive of the analysis methods. It explains the linear distance from the center point of each street segment to the center points of all the other segments. If every segment is successively chosen as a starting point, a graph of accumulative final values is achieved.



Integration, is a static global measure. It describes the average depth of space to all other spaces in the system. (The spaces of a system can be ranked from the most integrated to the most segregated). Where theoretically, the integration measure shows the cognitive complexity of reaching a street, and is often argued to 'predict' the pedestrian use of a street: the easier it is to reach a street, the more popular it should be.



Control value is a dynamic local measure. It measures the degree to which space controls access to its immediate neighbors (spaces) taking into account the number of alternative connections that each of these neighbors has.

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Choice, is a dynamic global measure of the “flow” through a space. A space has a strong choice-value when many of the shortest paths, connecting all spaces to all spaces of a system, passes through it.



Intelligibility, for example, is the correlation between connectivity and integration and describes how far the depth of a space from the layout as a whole can be inferred from the number of its direct connections, i.e. what can be understood of the global relation of a space from what can be observed within that space.

2.4 Research Design As illustrating in figure 2, the research identified general overview of what is meant by urban regeneration is outlined. The chapter aims to examine the elements that drive urban transformation and the theory of its indicators. This is followed by details of waterfront regeneration, what urban waterfront is and what are the main factors to develop a successful waterfront. Where The aim of this chapter is to present a comprehensive review of the pertinent literature which relates to the subject domain. The literature that have been reviewed were selected from a much wider range as those only suitable and relevant to the focus of this research with the aim of giving much wider perspective to the main principles concentrated in sustainable social dimension in urban waterfront regeneration. It also aims to establish a theoretical framework for socially sustainable urban waterfront regeneration, identify its principles and measurements tools as described in Figure 1.

Additionally, the research proposes a comprehensive Conceptual Framework of Social Sustainability, which is composed of four interrelated concepts of socially oriented practices, where each concept has a distinctive function in the framework and incorporates major social aspects.

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Sub 1

Sub 2

Sub 3

URBAN REGENERATION FOR WATERFRONT DEVELOPMENT

URBAN REGENERATION

Sub 4

SUSTAINABLE URBAN DEVELOPMENT

SOCIAL SUSTAINABLE DEVELOPMENT

SOCIALLY SUSTAINABLE URBAN REGENERATION FOR WATERFRONT

THEORETICAL FRAMEWORK

CASE STUDIES

REVISED THEORETICAL

FRAMEWORK

ASSESS MINA ZAYED CURRENT PROPOSAL

DESIGN GUIDELINES OF SOCIALLY SUSTAINABLE URBAN REGENERATION FOR WATERFRONT Figure 2: The Research Design/ Plan

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Literature Review & Conceptual Framework

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3.1 Urban Regeneration Urban areas are always in a state of transformation. Urban areas mirror the numerous processes that drive physical, social, environmental and economic change and they themselves are key generators of many such transitions (Sykes and Roberts, 2000). Urban change is closely linked with the theories of urban problem and opportunities (Sykes and Roberts, 2000). In addition, Roberts (1999, p. 10) identified five major factors that derived and shaped the practice of modernday urban regeneration. The factors contain of; the physical conditions and social response, housing and health, social improvement and economic progress, containment of urban growth, and changing role and nature of urban policy.

3.1.1 Defining Urban Regeneration Roberts (1999), he tried to build a working definition for urban regeneration, which he suggested that in order to do that it is imperative to identify the major areas of concerns and the possible future challenges, where the most important of these future challenges is ensuring that the public and private policy are working according to the principles of sustainable development. From this, Roberts (1999, p. 17) has defined urban regeneration as: “Comprehensive and integrated vision and action which leads to the resolution of urban problems which seeks to bring about lasting improvement in the economic, physical, social and environmental condition of an area that has been subject to change”. Moreover, Roberts (1999) pointed that “urban regeneration implies that any approach to tackling the problems encountered in towns and cities should be constructed with a longer-term, more strategic, purpose in mind”.

There are many other definitions for urban regeneration, but amongst all, this definition seems to be the most comprehensive and precise. It encompassed all the aspects that have been identified by previous scholars. This definition covered the comprehensive nature of the urban regeneration as it mphasized by Mehta (2009) as a process to improve physical, economic, social and environmental condition of an area. It also included the essential feature that identified by Lichfield (1992) as a better understanding of the process of decline and an agreement on what one is trying to achieve and how. Furthermore, it highlights the weakness of the previous urban policies as argued by Hausner (1993) that they tend to be short-term, fragmented, ad hoc and project based without comprehensive vision for the wider city improvement. However, Roberts’ definition might be over ambitious when it stated that urban regeneration can bring “lasting improvement”, in fact, 21

this contradicts the inherited nature of continuous change of the urban environment that always possess new challenges and opportunities and dictate the need for adaptation. In addition, as Robert (1999) defined that the history of urban areas and its identify have “five major themes that have dominated previous eras of urban change and policy. These themes are; the relationship between the physical conditions evident in urban areas and the nature of the social and political response; the need to attend to matters of housing and health in urban areas; the desirability of linking social improvement with economic progress; the containment of urban growth and the changing role and nature of urban policy�. As he explained the evaluation of urban regeneration during different period of year as showing in the following table 1.

Table 1: The evolution of urban regeneration Source: (Roberts, 1999, p. 14) Period Policy Type Major strategy and orientation

1950s Reconstruction Reconstruction and extension of older areas and towns and cities based on master-plan suburban growth

1960s Revitalization Continuation of 1950s theme; suburban and peripheral growth; some early attempts at rehabilitation

1970s Renewal Focus on in situ renewal and neighborhood schemes; still development at periphery

1980s Redevelopment Many major schemes of development and redevelopment; flagship projects; out of town projects.

1990s Regeneration Move towards a more comprehensive form of policy and practice; more emphasis on integrated treatments.

Key actors and stakeholders

National and Local government; private sector developers and contractors

Move towards a greater balance between public and private sectors.

Emphasis on private sector and special agencies; growth of partnerships.

Partnership the dominant approach.

Spatial level of activities

Emphasis of local and site level

Regional level of activity emerged

Economic focus

Public sector investment with some private sector involvement

In the early 1980s focus on site; later emphasis on local level Private sector dominant with selective public funds

Reintroduction of strategic perspective; growth of regional activity Greater balance between public, private and voluntary funding

Social content

Improvement of housing and living standards

Continuing from 1950s with growing influence of private investment Social and welfare improvement

Growing role of private sector and decentralization in local government Regional and local levels initially; later more local emphasis Resource constraints in public sector and growth of private investment Community based action and greater empowerment

Community selfhelp with very selective state support

Emphasis on the role of community

Physical Emphasis

Replacement of inner areas and peripheral development

More extensive renewal of older urban areas

Major schemes of replacement and new development flagship schemes

More modest than 1980s heritage and retention

Environmental Approach

Landscape and some greening

Environmental improvement with some innovation

Growth of concern of wider approach to environment

Introduction of broader idea of environmental sustainability

Some continuation from 1950s with parallel rehabilitation of existing areas Selective improvement

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3.1.2 Principles of Urban Regeneration Moreover, urban regeneration concentrates on accomplishing long-term, more strategic and sustainable outcomes. Furthermore, number of principles have been identified by Sykes and Roberts (1999, p. 18). Where they defined out that urban regeneration should: 

“Be based upon a detailed analysis of the condition of an urban area;

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Be aimed at the simultaneous adaptation of physical fabric, social structure, economic base and environmental condition of an urban area;

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Attempt to achieve this task of simultaneous adaptation through the generation and implementation of a comprehensive and integrated strategy that deals with the resolution of problems in a balanced, ordered and positive manner;

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Ensure that a strategy and the resulting programs of implementation are developed in accord with the aims of sustainable development;

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Set a clear operational objective which should, wherever possible, be quantified;

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Make the best possible use of natural, economic, human and other resources, including land and existing features of the built environment;

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Seek to ensure consensus through the fullest possible participation and co-operation of all stakeholders with the legitimate interest in the regeneration of an urban area;

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Recognize the importance of measuring the progress of strategy towards the achievement of specified objectives and monitoring the changing nature and influence of the internal and external forces which act upon urban areas; accept the likelihood that initial programs of implementation will need to be revised in line with such changes as occur;

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Recognize the reality that the various elements of a strategy are likely to make progress at different speeds; this may require the redirection of resources or the provision of additional resources in order to maintain a broad balance between the aims that encompassed in the scheme of urban regeneration and to allow the achievement of all the strategic objectives”.

As showing in figure 3, Sykes and Roberts (2000) indicates the variety of themes and topics involved in urban regeneration and the multiplicity of interrelated outputs. Also, it illustrates the interaction between several principles and many other factors. Furthermore, (Robson, 1988, p. ix) identified that these principles are the need to perceive and acknowledge the uniqueness of place, where Robson debrief this as the “uniqueness of how things happen in a local area”,

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and the necessity for a specific model of urban regeneration to be adjusted to the conditions inside which it works.

Figure 3: The Urban Regeneration Process Source: (Sykes and Roberts, 2000, p. 14).

3.2 Urban Waterfront Regeneration 3.2.1 The Phenomena and Definition of Urban Waterfront Regeneration Water has dependably been a vital main impetus for the development and improvement of human settlements and urban communities, the waterfront being their steady evolving highlight. With the 24

requests of the new-benefit situated worldwide economy practically every city at water’s edge is occupied with recovery ventures with solid political catalysts and enthusiasm from different gatherings, the method of reasoning behind the phenomenon of waterfront development and the worldwide embracement of it, is currently “widely recognized if incompletely understood” (Hoyle 2001 pp. 297). In addition, Millspaugh he is an inspiration during the early 2000’s, he believes that the waterfront regeneration is a “priceless opportunity” for the city and this is due to a series of key factors common to old ports area, which are these factors are focuses on waterfront location, great availability of vacant land and the function. Whereas, the potential of waterfront of which is important in attractive for new investment and cultural development.

“Cities seek a waterfront that is a place of public enjoyment. They want a waterfront where there is ample visual and physical public access – all day, all year – to both the water and the land.

Cities also want a waterfront that serves more than one purpose: they want it to be a place to work and to live, as well as a place to play. In other words, they want a place that contributes to the quality of life in all of its aspects – economic, social, and cultural” (Seattle Department of Planning and Design, 2012) The urban waterfront can be defined according to (Moretti 2008) he suggested that the word “waterfront” means “the urban area in direct contact with water”. Similar to, Desfor et al. (2010) have defined the waterfront as a special place that the water and land meet. The urban waterfront can be also understood as “part of a town that is next to an area of water such as a river or the sea” (Hussein ,2006). Another author suggests deferent definition which recognized “the waterfront should not be simply considered as a line but should be more correctly envisaged as a network of places, functions, additions and hinges between the coast and the city, between the port and urban activities” (Giovinazzo, 2008). Kostof et al. (1999) called attention to that the presence of urban communities along waterfront have adjusted the development to the water and framed the character of the city. Breen and Rigby (1996) have contended that the urban waterfront was respected and will keep on being viewed as the substance of the city, expressed that numerous urban communities around the globe are connected to water bodies which by and large added to their foundation, personality, and sub-arrangement improvement. Moreover, Dovey (2005, p. 10) stated that sustainable urban regeneration at the waterfront side it has the aim to develop living situations for the city`s populations. Which the development focus on different forces ecological,

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economic and social. For clarification, waterfront regeneration is defined as any large-scale urban renewal project which has taken place along urban coastlines or waterfront side.

3.2.2 History of Urban Waterfront Regeneration All through history, waterfronts are the best living zone for individual to have the capacity to provide settling, reproduction, defense, food and so on. Moreover, where many cities are located beside water’s edge from the historical backdrop of progress to until today. Uruk, Erudu, Ur and Babylon are cases for early settlement around 6000 years prior. Akköse (2007) as he added that Urban waterfronts experience a few periods of improvement to meet different human needs at various time-frames in America. The first phase, where waterfront and the city were directly contact. Waters plays an essential role for trade activity and water transportation. Growth of waterfront is the second stage, where the ports has changed over contain of many activities’ ports with increment of financial exercises. At this period, the settlement turned into a city and oceanic exchange animated urban development and railroad was introduced as transportation development.

Also, transportation and industry become the only use of the waterfront at this time, as a result water became dirty and began to lose its natural attraction to many populations. In the third phase, deterioration of Waterfronts, After the World War II, the load and speed of the loading-unloading increased with the development of containerization technology. As a result, port activities increase and started to need more areas so ports are moved into outside the city. In this period, the waterfront essentially became inaccessible and dangerous region, additionally isolating the urban center from the water, which led into several problems where all consecrate on lacking in connection between urban center and waterfront areas. In the last phase, the developing started, during 1960s people became more awareness about environmental-city health and the misuse of natural resources. It was at this period, the public use and a mix of recreational, residential, and commercial uses were developed beside waterfront. In the following figure explaining the stages of development in the port-city. “The phenomenon of urban waterfront regeneration and development has spread geographically since its origins in North America during the 1960s and 1970s, where initial transformations in industrial buildings, creation of public spaces and celebration of festival marketplaces in cities” (Smith & Garcia). Waterfronts are dynamic and have experienced steady change from the time pioneers settled down in the region. In particular, urban waterfronts experience a few periods of advancement to meet different human needs at various timeframes.

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Current urban waterfront regeneration started in the United States. This action was basically led to change over surrendered modern waterfronts to mixed-use activity. However, US waterfront regeneration has worried about restoration and redevelopment, containing an extensive variety of improvement containing private, recreational, business, shopping, administrations, services … and so on. Jones (1998) contends that this great extent turned into the typical development framework plan in the US and framed the ‘Export Model’ that was portrayed numerous waterfront improvement extends in different parts of the world including Asia, Australia, Europe and the UK. During 1990s the urban waterfront regeneration Phenomenon spread across the world. Zhang (2002) he suggested that nowadays, many cities are known due to their location such as London, Paris, and Venice, while some are modern, such as Boston, Sydney, and Hong Kong. The waterfront regeneration phenomenon is spread during the last decades as waterfront cities began to develop postindustrial urban development strategies throughout the 1970’s, 1980’s, and 1990’s.

“The urban waterfront redevelopment phenomenon of our time began in earnest in the 1960s, bloomed in the 1970s, accelerated in the 1980s, and will continue unabated for the foreseeable future, recessions included.” (Breen & Rigby, 1994). So, from the previous explanation can conclude that waterfronts are dynamic and have undergone constant change from the time pioneers settled down in the area. Specifically, urban waterfronts go through several phases of development to meet various human needs at different periods of time. (Figure 4 and 5)

Figure 4: Stages in the evolution of the port-city interface Source: Hoyle, Development dynamics at the port-city interface in Revitalizing the waterfront: international dimensions of dockland redevelopment, 1988, p.7)

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Figure 5: Typical pattern of port development Source: (Toronto: City Planning and Development Department, Waterfront Precedents, 1976, p.2–5, quoted by Wrenn in Urban Waterfront Development, 1983, p.10–11)

The waterfront redevelopment trend eventually spread across the world. Since 1990, many Emirates waterfront cities have emphasized the significance of the waterfront and have developed many large-scale waterfront projects for its development. At present, this global phenomenon has become a special focus of interest. In fact, many researchers have offered insights and tried to 28

identify the factors and mechanisms behind waterfront development. However, numerous waterfront urban communities of all sizes have begun to comprehend the gigantic capability of their waterfront and gain from others urban communities’ experiences. In addition, waterfront regeneration projects have become now more complex and developed than before. In Abu Dhabi alone, there were almost 200 waterfront development schemes in progress or planned during the improvement phases from history until now, whereas this exhibit the considerable trend towards developing waterfront sides. Therefore, similar, to Abu Dhabi waterfront regeneration which the transformation process of the waterfront in Abu Dhabi has gone through multiple stages of developments.

Table 2: Factors behind waterfront development from selected references.

Selected References Tsukio (1984)

Hoyle (1988)

Zhang, Feng and Peng (2002)

Liu (2005)

Driving Forces 1 enlargement of urban scale 2 reforms in transportation techniques 3 transitions in industry 1 port migration 2 industrial migration 3 land-use competitions 4 water-use competitions 1 economic 2 socials 3 environmental 4 cultural 5 political 1 social transformation 2 economic growth 3 environment protections 4 infrastructure improvements 5 living condition betterment 6 tourism development 7 city image remaking

Most developments share similar underlying factors. Such factors can be explored in three dimensions of sustainable development; economic, social and environmental. In summary, urban waterfronts can be viewed as the result of interactions between humans and their urban. The waterfront provides many resources and opportunities for the public; in turn, the urban waterfront is gradually influenced by humans and their activities. Through this cycle, people gain a better understanding of the waterfront value and potential. Thus, the overall waterfront evolution may be viewed as transitions in the relationship between humans and waterfronts.

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3.2.3 Waterfront Areas as Sustainable Regeneration “This special issue of Sustainability is devoted to a very important sustainability topic, viz. cities and waterfront infrastructure. The presence of—and access to—water has been a critical factor in the long history of settlement patterns of humankind. Water is not only a necessary consumption good for survival but has also an important production potential in an economic sense” (Girard, Kourtit, & Nijkamp, 2014) . This task would have to be covered to improve the socio-economic and ecological flexibility in the port area in connection to the city system, and to provide many actions that would shift the historical urban port into sustainable and assessable landmark, through recovering and regenerating similar to these places. Contemporary port areas may not only be used as the land-water entry point for users and goods but may also be used as central places for sustainable improvement for different urban system. The main goal of the sustainable development criteria is to make sure that all development phases are economically viable, environmentally sustainable, and socially equitable.

3.2.3.1 Strategies for Sustainable Urban Waterfront Regeneration Torre (1989) suggested that the success of a waterfront improvement is to achieved once it can function on all perspective and benefit all stakeholders. And he added 10 elements recommended to be in consideration when the planer planning a waterfront area to achieve the objective of a successful waterfront development. These elements include, public perception of need, environmental approvals, construction technology, function, effective management and authenticity. In addition, Bertsch (2008) suggested several strategies that must be added while planning for waterfront areas: accessibility, integrated, sharing benefits, stakeholder participation, construction phase (Yassin et al., 2012). The Author Mariza Morena suggested ten strategies for sustainable waterfront regeneration as shown in figure 6, which these principles developed by Wasserstadt GmbH, Berlin in collaboration with the Centre Cities on Water, Venice perspicacity of how important to proceed sustainable urban waterfront development by the water. The need for regeneration development in port cities, which has different approaches to achieve a suitable waterfront regeneration. It must be studied such this information to have background in historic view and general to improve waterfront areas in future.

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.

Figure 6: 10 principles for sustainable waterfront regeneration areas. Source: Morena, M. (2011). Morphological Technological and Functional Characteristics of Infrastructure as a Vital Sector for the Competitiveness of Country System. Milano: Maggioli S.P.A.

3.3 Sustainable Urban Development The theoretical concept for sustainable development was evolved during 1972-1992 when series of international conferences and collaborations were held (Drexhage & Murphy, 2010). During these years, several definitions were developed, some of them earning more recognition than others. According to Ngai, Hidefumi, Akihiro and Masazumi (2016) in their articles done about Sustainable Urban Development Textbook; they defined that “Realising the importance of cities and the huge populations and infrastructures and properties within cities, cities have been given special attention by the United Nations�. Also, as defined in sustainabledevelopment.un.org Website in September 2015, during a meeting of the Heads of State and Government and High Representatives at the United Nations Headquarters in New York, it was decided to embark on achieving 17 new Sustainable Development Goals (SDGs) as shown in Figure 7. The UN has adopted a historic decision on a comprehensive, far-reaching and people-centered set of universal and transformative goals and targets which are aimed to be achieved by all nations and people by 2030. Moreover, the targets for SDG 11 is therefore focused on sustainable development of cities

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and their inhabitants. Also, it targets to by 2030, to provide access to safe, affordable, accessible and sustainable transport systems for all, enhancement of inclusive and sustainable urbanization and capacity for participatory, integrated and sustainable human settlement planning and management in all countries, to strengthen efforts to protect and safeguard cultural and natural heritage of cities, manage disasters in cities and reduce loss of life and other losses focusing on protection of the poor and the vulnerable, reduce the adverse environmental impacts of cities relating to poor air quality and municipal/other wastes, provide universal access to safe, inclusive and accessible, green and public spaces, support positive economic, social and environmental development planning, mitigate climate change via adoption of efficiency, mitigation and adaptation strategies, and support cities in least developed countries through financial and technical assistance.

Figure 7: The United Nations ’17 Sustainable Development Goals Source: https://sustainabledevelopment.un.org/sdgs

However, a few different definitions have been given to clarify this idea; one of such radiated from the National Affordable Housing Agency of Britain, depicting it as a method for guaranteeing a superior quality life for everybody, now and for future. As indicated by this definition sustainable development embarks to depict individuals, environment and the connection between obligations of current ages with the future ages.

Sustainable urban development is focused with a minimum inputs and outputs from an urban system. as Saleh and Biswajeet (2017) stated that “sustainability; has become a key planning objective in urban growth and development since the sustainable development declaration by the 32

International Union for the Conservation of Nature and Natural Resources (IUCN), the United Nations Environment Program, and the World Wildlife Fund in 1980, and the announcement regarding sustainable cities in the Toronto Declaration on World Cities and Their Environment in 1990”. A sustainable city is characterized as a city planned with environmental concept, with least utilization of water, energy, and sustenance and least yield of waste and air, water, and soil contamination. Urban sustainability can likewise be characterized as the change of the quality of life of residence inside the capacity of Earth’s restricted resources. So as (Newman and Kenworthy 1999; Chiu 2008; van Wee and Handy 2016) mentioned that urban sustainability is the ability of cities to decrease the environmental impact of urban activities while improving social equity and livability in urban areas. There several different perspective and definition concerned in the literature of urban sustainability one of these definitions stated by the University of Hong Kong is that “Sustainable urban development highlights the need for reform of market mechanisms to achieve environmental goals and the achievement of a balance with social and economic considerations”. Furthermore, as Hui-Ting and Yuh-Ming (2016) argue that “The aim of sustainable urban development has emerged and spawned numerous urban settlement theories, including the “Healthy City”, “Sustainable City”, “Low-Carbon City”, “Transit-Oriented City”, “Compact City”, “Smart City”, “Green City”, and “Livable City”. These theories may come with different concerns in different areas, but they all share one central idea and ultimate goal: achieving maximum development with minimum resource consumption and environmental impact to ensure the well-being of both humans and the Earth”.

3.4 Socially Sustainable Urban Development 3.4.1 Defining Social Sustainability It is generally agreed in the general literature in this field that the main dimensions of sustainability are the economy, the environment, and society, and that they are related to each other in some manner (Macintosh & Wilkinson 2006, p. 3; Gibson 2005, p. 5 94; Luckman 2006, p. 261; Spangenberg, Pfahl, & Dellar 2002, p. 66; Bossel 1999, p. 13; Farrell & Hart 1998, p. 2; Maclaren cited in Hoernig & Seasons 2004, p. 87). In addition, McKenzie (2004: 120) defines social sustainability as “a life-enhancing condition within communities, and a process within communities that can achieve that condition”. According to McKenzie the condition incorporates equity of access to key services (including health, education, transport, housing and recreation), as 33

well as equity between generations, meaning that future generations will not be disadvantaged by the activities of the current generation. In this understanding social sustainability is a system of cultural relations. Furthermore, McKenzie (2004) argues that social sustainability is about accessibility; intergenerational equity and continuation of culture. Chiu (2003) likewise suggests that 6 social sustainability relates to social norms and conditions in that any environmental or economic decision must not exceed the community’s tolerance for change. It follows, then, that social sustainability has synergies with social acceptability. Emphasizing urban perspective in defining social sustainability, Yiftachel and Hedgcock (1993) declared that “urban social sustainability is about the long -term survival of a viable urban social unit.” On the other hand, Polese and Stren (2000) stated “Social sustainability of a city is defined as development (and/or growth) that is compatible with harmonious evolution of civil society, fostering an environment conducive to the compatible cohabitation of culturally and socially diverse groups... [and] encouraging social integration, with improvements in the quality of life for all segments of the population”.

3.4.2 Urban Social Sustainability Concepts and Principles The UK Sustainable Communities document approved in 2003, defines sustainable communities as “places where people want to live and work, now and in the future. They meet the diverse needs of existing and future residents, are sensitive to their environment, and contribute to a high quality of life. They are safe and inclusive, well planned, built and run, and offer equality of opportunity and good services for all”. According to several literatures on sustainability associates various physical factors with social sustainability. For example, Jabareen (2006) associates social sustainability outcomes with urban planning and design principles, such as compactness, mixed use, density, sustainable transport, and greening. Dempsey et al. (2011) enumerate physical factors that they associate with sustainability, such as urbanity, an attractive public realm, decent housing, local environmental quality and amenities, accessibility, sustainable urban design, neighborhoods, and walkable neighborhoods. Where, most of these factors are tangible and measurable and can be readily evaluated for successful planning. Additionally, as stated Nicola, Glen, Sinead and Caroline (2011) in their Journal which concentrate on The Social Dimension of Sustainable Development, where they provide a list of factors discussed by theorists and practitioners as contributing to urban social sustainability and socially sustainable urban settlements. Explained in 34

table which illustrates the wide breadth of related concepts and is suggestive of the close conceptual proximity between factors, described by some as ‘social aspects of sustainable development’ and others as ‘sustainable communities’ and divided in to physical and non-physical factors. (Table 3) Table 3: Urban social sustainability: contributory factors as identified in the review of literature

Non-physical factors

Physical factors

• Education and training • Social justice: inter- and intragenerational • Participation and local democracy • Health, quality of life and well-being • Social inclusion (and eradication of social exclusion) • Social capital • Community • Safety • Mixed tenure • Fair distribution of income • Social order • Social cohesion • Community cohesion (i.e. cohesion between and among different groups) • Social networks • Social interaction • Sense of community and belonging • Employment • Residential stability (vs turnover) • Active community organizations • Cultural traditions

• Urbanity • Attractive public realm • Decent housing • Local environmental quality and amenity •Accessibility (e.g. to local services and facilities/employment/ green space) • Sustainable urban design • Neighborhood • Walkable neighborhood: pedestrian friendly

Source: Dempsey, N., Bramley, G., Power, S., & Brown, C. (2011). The Social Dimension of Sustainable Development: Defining Urban Social Sustainability. Sustainable Development, V. 19, 289–300.

Moreover, similarly, according to Eizenberg, E., & Jabareen, Y. (2017) which they proposed a conceptual framework. Whereas, the framework strives to understand the social sustainability as an integration of social, economic and ecological aspect. The conceptual framework for social sustainability is a construct of four interrelated concepts as explained in their article (Figure 8).

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Figure 8: Concepts of Social Sustainability Source: Eizenberg, E., & Jabareen, Y. (2017). Social Sustainability: A New Conceptual Framework. Sustainability, 1-16.

As ( Eizenberg & Jabareen, 2017) identified the main priciples of social sustainable urban forms into main componants as shown in table 4, which they argue that “Sustainable urban forms are the physical dimensions of socially desired urban and community physical forms. A desired physical form should promote a sense of community, safety, health, and place attachment, among other environmental objectives�. Moreover, the concept of safety identified as ontological foundation of sustainability in general and social sustainability in particular. It refers on the right to not only be safe but adopt all measures of adaptation and security to prevent future casualties and physical harm. Also, the concept of Eco-presumption refers to modes of consuming, producing and gaining values in and towards socially and environmentally responsible ways. Which concerns the efforts and responsibility of a society in terms of mitigation policies.

Table 4: Concepts of social sustainability and its functions and practices from Eizenberg, E., & Jabareen, Y. (2017).

Concept

Theoretical Premise

Sustainable Urban Forms

Physical urban form is crucial for achieving sustainability, safety, and social agendas.

Main Components a. b. c. d. e. f. g. h. i.

Compactness, Mixed land uses, Diversity, Clean energy, Passive solar design, Greening, Sustainable transport, Renewal and utilization Community participation

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Safety

Risk is the ontological foundation of the

a.

b.

Adaptation measures in order to cope with risk and uncertainties Urban vulnerability matrix: understanding the social and demographic dimensions of risk

a.

Mitigation measures

social sustainability framework. Safety and security for humans and non-humans is

the

fundamental

requirement

of

sustainability and social sustainability

Eco-presumption

It is the responsibility of society to reduce future risk and help mitigate local and global efforts.

Furthermore, Social networks are understood to bring people together, imbue a common sense of purpose and provide access to work and other social benefits. Bramley, and Power (2009) propose a conceptual framework for urban social sustainability. It incorporates two over-arching typologies: social equity; and sustainability of communities. The latter refers to social interaction through social networks in the community and pride, sense of place; safety and security. Other scholars have expressed similar or related factors in slightly different terms. Various mechanisms for public participation in planning can applied for more successful development in term of urban form. Boonstra, B. & Boelens, L. argue that Some of the more progressive mechanisms of public participation in planning have yielded positive results, such as improved social cohesion and the development of social networks that allow people to discuss problems and solutions together and become acquainted with each other. From this concept, can conclude that communities offer different levels of participation in different decision-making arenas. Additionally, community participation is part of social sustainability in urban development and in several generation in cities.

3.5 Socially Sustainable Urban Regeneration for Waterfront The social dimensions of urban waterfront regeneration plans have become increasingly important in urban politics. However, in a recent research project, Finnish researchers have identified the social dimensions of urban waterfront regeneration that could be used for identifying and analyzing the social impacts of urban waterfront plans and projects. On the basis of earlier conducted Social Impact Assessments (SIA) studies and urban waterfront studies, the authors propose that the social dimension of urban waterfront regeneration can be divided into four categories: resources and identity, social status, access and activities, and waterfront experience (Table 5). In this research, 37

by urban waterfront means here the water’s edge in cities and towns of all sizes. The water may be a river, lake, ocean, bay, creek or canal.

Table 5: The social dimensions of urban waterfront planning (Sairinen, R., & Kumpulainen, S. (2006)).

Resources and identity

Social status

Access and activities

Waterfront experience

- Main characteristics and strengths of the area - Opinions of the environmental, cultural or historic values - Significance to the visual, social, and cultural identity (city image, community identity) - For whom (social, age or ethnic groups) are the housing and service areas planned and built?

- Role of social/private housing - Segregation and/or gentrification processes -

Are the waterfront areas accessible to the public?

What kinds of activities are possible? ‘Water dependency’ Easy or difficult approach to waterfront?

Traffic and parking questions; waterfront routes Presence of water (sea, lake, river, etc.)

Restorative experiences, importance of visual messages, physical touch, tastes, voices, moving in the space, sense of transition as identification

Since the 1970s, various waterfronts have regenerated a reorientation from brown fields to commercial, residential and recreational areas. Additionally, similarity to Abu Dhabi waterfront since 1971 until now. Where the city passed through several phases of uses of urban waterfront from human needs, economic and environmental. The social dimensions of urban waterfront planning and regeneration refer to the different ways of experiencing and using the edges of sea to make an understanding of their qualities for the community. Designing for community in respect of social impact can increase the awareness of planners, decision-makers and the whole community about the social impact and the aspects of waterfront regeneration. Whereas, as result can conclude the relations between the community and the waterfront areas.

3.5.1 Socially Sustainable Urban Waterfront Regeneration Principles To initiate a sustainable urban form matrix of principles and their relevant design elements, the research has consulted a wide variety of references about sustainable urban waterfront regeneration and about socially sustainable urban development. With the aims of developing a comprehensive set of design principles for sustainable urban development design elements, the main aim here was to collect the commonly agreed upon principles and indicators derived from several resources related to sustainable urban development. Still this conceptual framework might have unintentionally missed out some of the principles and/or indicators. As detailed below, the 38

principles have been divided into eight categories. The author then derived the detailed indicators and the suggested measuring tools for each indicator. As indicated in table 1 includes; Compactness/ Density, Accessibility, Mobility, Safety, Security, Mixed-use, Sociability/ Livability, Identity and Community Participation. The table illustrates a brief version of the localized conceptual framework, which will be utilize in investigating the degree of social sustainability in urban waterfront in Zayed Port.

1. Compactness and Density: Compactness of the built environment is a widely acceptable strategy through which more sustainable urban forms might be achieved. Compactness also refers to urban contiguity and connectivity, which suggests that future urban development should take place adjacent to existing urban structures. As proposed by Yosef (20011) “Compactness of urban space can minimize transport of energy, water, materials, products, and people”. Additionally, he stated “A major strategy for achieving compactness, uses urban land more efficiently by increasing the density of development and activity”. To advance a high population density, Yusef characterizes a base gross density of 50 to 60 people per hectare to be adequate for supporting suitable nearby community services and open transport, in another word; to measure the compactness of mixed-use area we need to calculate the Floor Area Ratio of the site (total floor area for all buildings ÷ total of the site area) if the result more 1, so its compact and it works. Burton defines Urban heightening is brought up as a noteworthy approach for accomplishing compactness and typically accomplished by utilizing urban uses more effectively by expanding the density of public activities. Thus, in such a compact urban land use the neighborhood facilities and services center should have a region of around 1 ha. In order to achieve sustainable city, the design indicators should be compact, dense, diverse, and highly integrated, Dumreicher (2000). “Plot ratio is the ratio of total gross floor area of a development to its site area. The gross floor area usually takes into account the entire area within the perimeter of the exterior walls of the building, which includes the thickness of internal and external walls, stairs, service ducts, lift shafts, all circulation spaces, and so on”. (Cheng, 2010) 2. Mobility Therefore, the condition of social ties and social well-being can potentially become better within such built environment. From this point of view, I believe that the mobility has to be taken into

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account from social sustainability perspective also. Hence, walking, cycling, and using public transport can be taken into consideration.

-

Walkability:

The ability of a built environment in encouraging walking and cycling is called walkability and bikability by Barton H. (2000); and they are addressing a condition in which the provided services and facilities within a neighborhood can be accessed through a reasonable –five to ten minutes– walking/cycling distance of the residents, a well provided walkways/cycling network, and a safe and attractive pedestrian/cycling realm. As showing in the following (Figure 7) the suitable catchment distance of each service from the home. Additionally, interconnected and various leveled systems of roads ought to be intended to energize walking, minimize the number and length of vehicle trips, and preserve energy. “Streetscapes play a central role in the formation of the public realm. They function both as important public spaces and as the network of pedestrian linkages and crossing points, connecting public and private space throughout the Emirate. Their form and character are important elements within the urban structure and contribute to the quality and character of towns and cities” (Abu Dhabi Public Realm Design Manual, 2017). Additionally, as propped by ADPRDM, the public realm is interconnected and enhances the mobility of people by providing comfortable, continuous access for walking, cycling and other modes of transport which takes different design strategies as showing in Figure 11, 12 & 13. Yosef defines that to encourage walkability, the design should focus to be safe, pleasant, and lively environment to the public transport station, shopping, and other services and community facilities. according to hot climate regions, concentrated on shaded pedestrian and provide high quality design for all users as recommended in the Al Ain 2030 Plan.

-

Cycling:

As proposed by Jabareen, land use planning has a key role to play in the attainment of these objectives. It is assumed that when the physical separation of activities is smaller, travel needs are likely to be lower and easily met by walking, cycling, and environmentally friendly transport. Furthermore, ADPRDM stated that the cycling routes should be designed similar features and design elements of walking lane. moreover, in neighborhood outline recommended safe connection with all around conveyed cycle parking spaces prompting 40

transport hubs, services, and community facilities. As well as provide accessible ramps into several services for all types of users as illustrating in Figure 10 with suitable measurements.

Moreover, the following figure 9 showing the catchment distance for several services in the neighborhood.

Figure 9: Possible Standards for Accessibility to Local Facilities Source: Barton, H. (2000). Sustainable Communities The Potential for Eco-Neighbourhoods. UK: Earthscan Publications Ltd.

Figure 10: Curb Ramp Details Source: Abu Dhbai Urban Planning Council. (2010). Abu Dhabi Urban Street Design Manual. Abu Dhabi: www.upc.gov.ae.

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-

Public Transportation:

One of the most important services which itself highly contributes to the neighborhood’s level of mobility is public transportation. While there are different types of public transportation – i.e.: train, tram, bus–, their applicability depends on various factors including the population/development density. Sustainable transportation is defined as explained by Jordan and Horan “transportation services that reflect the full social and environmental costs of their provision; that respect carrying capacity; and that balance the needs for mobility and safety with the needs for access, environmental quality, and neighborhood livability”. Furthermore, “Land use planning has a key role to play in the attainment of these objectives. It is assumed that when the physical separation of activities is smaller, travel needs are likely to be lower and easily met by walking, cycling, and environmentally friendly transport” (Jabareen, 2006).

Additionally, is important for the development of a sustainable urban design the accessibility of productive, facilitated, quick, agreeable, and cheap public transport giving access within the site (waterfront) and the city center. Therefore, Cervero defines that “compact, transit-oriented development shortens trips, thus encouraging non-motorized travel. And conversion of low occupancy auto trips to mass transit cuts down per capita fuel consumption”.

-

Vehicles:

As proposed by ADPRDM that the street is divided into three types City street (Figure 11) , City Avenue (Figure 12) and City Boulevard (Figure 13), where these street used in City Context such as Mixed-use Central Business Districts (CBD), urban core areas and high density neighborhoods with high levels of pedestrian activity, where buildings are typically five storeys and higher. Usually contain of frontage for commercial use with width of 0.8 m or 0.5 m. Also they stated to give the priopirity for the pedestrian and cycling. According to Yosef article that the car parking areas which focuses only for vechiles for disable peolple and taxis and other emergincy cases as well as for community services. and should minimize the speed limits withing the neighborhood areas. As sated Robert Cervero (2003, 18), the other aspect of the cars that need to be taken into consideration when studying social sustainability is their impact on pedestrians; which by taking safety measures –i.e.: limitation of speed, clear distinction of driveways from pedestrian pathways using landscape features or parking lots, and etc.

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Figure 11: Typical City Street Section Source: Abu Dhabi Public Realm Design Manual. (2017). Abu Dhabi: Abu Dhabi Urban Planning Council. / Chapter 5, Page 7

Figure 12: Typical City Avenue Section Source: Abu Dhabi Public Realm Design Manual. (2017). Abu Dhabi: Abu Dhabi Urban Planning Council. / Chapter 5, Page 7

Figure 13: Typical City Boulevard Section Source: Abu Dhabi Public Realm Design Manual. (2017). Abu Dhabi: Abu Dhabi Urban Planning Council. / Chapter 5, Page 7

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3. Accessibility: “The importance of accessibility is generally agreed upon in waterfront planning and design.

Waterfronts require accessibility for them to be considered attractive or vibrant public destinations” (Chang, 2011). As propped by Burton, walkable areas in the neighborhood can be measured about 400 m distance to services and about 600 m for public transportation point.

Furthermore, it’s better to provide all local services and facilities located centrally near to transport node. taking in consideration to provide ease of access into local services and facilities for elderly, children and disable people. Also, in terms of public transport within the neighborhood areas, which bus station and services should connect to neighborhood and services within distance about 200m-300m stop intervals. In terms of waterfront accessibility can be defined according to several features for access points. Where “Access can be discussed not only by land but also by water thereby differentiating waterfront accessibility from similar studies of inland areas” (HEC, 2007).

Additionally, one of the most important indicators of accessibility is the quality of having services and facilities within a practicable walking/cycling distance –earlier called as walkability and bikability– is very important; that along with physical and social accessibility is reflecting the extent to which the neighborhood’s environment encourages residents to walk toward their desired destinations (instead of driving).

4. Mixed-use: According to Barton H. (2000) a Mixed-use neighborhood can enhance the condition of social sustainability within a neighborhood through giving the residents the opportunity to meet their needs within the locality. In this way, the people would become less dependent on private automobile trips, and more encouraged to walk toward their desired destinations. In the same way, Mike Jenks and Colin Jones (2010) are saying that spaces adequately supported with diverse amount of services and facilities (meeting opportunities) which are accessible and usable for public regardless of their social stratum, can strengthen the social ties and networks, and also enhance the life quality and social equity in general (Jenks M., 2010; Lynch K., 1981). Moreover, Parke mentioned that ‘Mixed-use or heterogeneous zoning allows compatible land uses to locate in close proximity to one another and thereby decrease the travel distances between activities’ (Parker 1994). Furthermore, as proposed by Jabareen that ‘The aim is to reduce air pollution and traffic congestion, as well as to stimulate the interaction of residents, by increasing pedestrian traffic and generally improving neighborhood charm’. As suggested by the UN Habitat for a sustainable 44

neighborhood, the recommended floor area dissemination is: 40–60% for economic use, 30–50% for residential use, and 10% for public services. Additionally, Barton recommended the multi-use of buildings for both commercial purposes and housing which help to minimize the use of cars and provide comfortable areas for employments and users. Furthermore, community planning gives incorporated private, business, recreational, and city utilizes that are fundamental to the day by day life of inhabitants of varying statistic profiles and are associated by both open and private transportation choices.

5. Spatial Connectivity and Integration: As mentioned by W. Dettlaff in explaining the definition of integration “Integration, also called availability, is a variable that refers to how a space is connected with other spaces in its surroundings”. Integration can be observed whether in terms of internal connectivity of spaces or external connectivity with the surrounding context which is considerably more complex and therefore more crucial. ‘Integration’ from the point of view of this principle can be defined as the opposite of "Segregation"; which is the outcome of a reasonably permeable grid that results in linkage of the urban spaces with their surrounding contexts and basically tend to facilitate the movement (Carmona M. 2003). In another word, it refers to functional and physical connection of buildings to their other surrounding buildings and consequently to their cluster, and thereafter the connection of a cluster with other surrounding clusters (inner neighborhood), as the same way to the connection of the neighborhoods with the other surrounding neighborhoods (inner district), and after that with the city and finally with the region as a whole; which eventually has to lead to a supporting role defined for every section of the urban form toward the other sections and vice versa (Barton H., 2000).

6. Sociability and Livability: Livability has been broadly defined as “the well‐being of a community and represents the characteristics that make a place where people want to live now and, in the future” (State of Liveability: An inquiry into enhancing Victoria's liveability, 2008). Also, many researches have linked the concept of livability to a range of factors such as quality of life, health, sense of safety, access to services, cost of living, comfortable living standards, mobility and transport, air quality and social participation. Additionally, according to Leby & Hashim (2010) “A good settlement is a place that is responsive to the human context as well as connects human values to actions that 45

affect the spatial, physical city” (Leby & Hashim, 2010). Also, they define “A glance at the various studies found that several livability dimensions, such as functional, physical and social environments, which reflects people’s common understanding of living environment quality. In addition, housing and safety”. Additionally, according to Abu Dhabi Public Realm Design Manual stated that the “The public realm contributes to a high quality of life by providing public open space for recreation, relaxation and enjoyment as an alternative to the urban environment, thereby promoting physical and mental health”. also, to encourage the use of more sustainable means of transport, by creating a car-free site and providing the necessary infrastructure for an integrated transport system, supported by connected public open space and streetscape. Furthermore, as proposed by ADPRDM the design and location of shade structures and buildings shall take account of prevailing wind, solar paths throughout the day, adjacent structures and landscaping.

7. Environmental Quality: It is important for developing urban area to provide a quality and good environment to ensure that inhabitants are able to live their lives in a satisfying way and feel comfortable. According to Holland C. (2007) and Wassenberg F. et al (2011) "Comfort" can be categorize under four main subjects: Physical Comfort, Psychological Comfort, Thermal Comfort and Visual Comfort. Where "Physical Comfort" means the availability of amenities which can create a higher degree of convenience for the residences of the space range from the basic to advanced types. where people are not able to find a place for sitting and enjoying its environment –such as a bench– cannot be recognized as a physically comfortable space.

On the other hand, one of the greatest human’s physical concerns in hot and arid countries such as UAE is the climatic condition which makes people avoid using outdoor spaces due to the high temperature; which is the reason why "Thermal Comfort" is taken into consideration by this research. Shading devices, water features, greenery, and shadow casting trees are among the most basic strategies to moderate a space's temperature and its exposure to the sun which is the main source of heat (Holland C., 2007).

"Visual Comfort" refers to the overall appearance of a neighborhood which can affect the feelings of its inhabitants. Building forms, visible physical aging of buildings, facade colors, the ratio of green area to the built-up area, proper maintenance and cleanness of each building's exterior look and its surroundings in addition to the streets and walkways within the neighborhood are among

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the most important influential factors on Visual Comfort. A befitting looks for a neighborhood can positively influence the mental state of its residents (Holland C., 2007; Wassenberg F. et al (2011).

8. Healthy Environment: Urban planning as a technique of environmental control effect health in systematic ways. in the following Figure 14, indicates a settlement health map, showing the different spheres of economic and social life and the wider environment which is affected by the spatial planning of settlements and places (Barton, 2000). Moreover, as explaining in Figure 14, each outer sphere can affect the well-being of people and health, which represented by the inmost sphere. For example, the natural environment, achieved through the cleanliness of air and water; while the built environment by the availability, convenience, safety and attractiveness of pedestrian and cycling facilities, as well as parks and playing fields, and hence the propensity to take healthy exercise; local economy through inequalities in access to work and income; community through supportive social networks. Where the following model can be used therefore to help understand the relationship between health and planning.

Figure 14: Human ecology model of a settlement. Source: Barton (2005)

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9. Safety: “To provide safe, secure and accessible public open spaces for all members of the community.

Also, safe pedestrian walkways and traffic-calming measures, sustainable urban design should cater to community security and consider safety measures for all” (Abu Dhabi Public Realm Design Manual, 2017). Also, “Safety for all members of the community can be achieved through inclusive design that considers the needs of children, the disabled, and elderly people” (LEE, William D. Sher, Lee, Michael Y. Mak, & Michael J. Ostwald, 2013). Additionally, Ezenbergand and Jabareen defines the concept of safety as the ontological foundation of sustainability in general and social sustainability in particular. It refers on the right to not only be safe but adopt all measures of adaptation and security to prevent future casualties and physical harm. And Considering visual surveillance in public areas through the urban plan of the plots and different structures is a basic outline measure. Furthermore, Ben Welle (2015) enumerates the seven principle design aspects for a safer city among which we can take six of them as indicators of safety when looking at a built environment. These six principle design aspects are: 1. Avoid urban sprawl; 2. Slow down road traffic; 3. Ensure main streets are safe for everyone, not just cars; 4. Create dedicated spaces for pedestrians; 5. Provide a safe, connected network for cyclists; and 6. Ensure safe access to highquality public transport.

10. Security: In the mixed use and high density can increase the vitality and sense of security of an area through increasing the number of people and activity on the streets (Barton, 2000). Additionally, considering visual surveillance in the public realm through the urban design of the housing plots and other buildings is an essential design measure (Ben Welle, 2015).

11. Identity: The design of spaces as stated by Barton (2000) should reflect and celebrate what is unique about a community’s people, culture, heritage, and natural history and this would be reflected in the urban and architectural design of buildings, streets, streetscapes, green spaces, plantings, etc.

(Barton, 2000). Furthermore, as identified by ADPR Design Manual that “The public realm incorporates the expression of Arab culture, heritage, values and traditions in the development of streets and spaces that reflect their local environment” (Abu Dhabi Public Realm Design Manual, 48

2017). Additionally, they proposed “to showcase outstanding natural heritage features through world class design and management practices. To reveal the inherent diversity, fragility and importance of the natural environment of Abu Dhabi, through education, conservation and presentation of natural flora, fauna and ecological systems, for the enjoyment of current and future generations. This applies to projects which have been identified as having ‘natural heritage’ features” (Abu Dhabi Public Realm Design Manual, 2017). As stated by Morena the design of spaces and districts have to reflect the identity of the community’s, culture, heritage, as well as natural history. which can be reflected in the urban forms and architectural design of streets, buildings, streetscapes, parks, plantings and public realm, etc.

12. Community Participation: Empel in his research stated that in the contemporary planning development recognize the estimation of public participation in the processes of the development of our environment, proposing that public involvement can possibly accomplish a sustainable result. Additionally, he founds as result of the study that the effect of public participation in urban development’s seem to be experienced in different of ways. A clarification for this assorted variety in the impression of community investment may be found in the distinctive perspectives on public participation approaches. Furthermore, Empel (2008) mentioned “Contemporary planning theories acknowledge the value of community participation in the development processes of our built environment, suggesting that community involvement has the potential to achieve a more sustainable outcome” (C. van Empel, 2008). Moreover, according to European Commission stated in terms of community participation that “despite recognition of the value of community input into planning processes, the effect that public involvement has on urban development seems to be experienced in a variety of ways”. (European Commission DG ENV, 2006).

13. Social Mix: As stated by the UN Habitat (2014), social mix aims to encourage the connection of interaction between different social classes in the same community as well as to ensure the accessibility to equitable urban opportunities. The social mix helps to provide the basis for healthy social networks and social capital, which are the driving force of city life. additionally, social mix and mixed landuse are interdependent and promote each other. accordingly, Mixed land-use with appropriate policy guidance leads to a higher level of social mixing. In a mixed land-use community, job 49

opportunities are created for residents from different backgrounds and different income levels.

Where people live and work in the same neighborhood and form various social network.

Furthermore, as mentioned by Barton (2000) community life will be revitalized by making open spaces, green spaces, and pedestrian-oriented retail and social nodes where people meet. These and other social activity nodes will help community interaction, create social networks, and increase social capital (Barton, 2000).

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3.6 Project Review Case Studies 3.6.1 Liverpool Waters London, UK Background Liverpool Waters is the city’s

single

biggest

regeneration scheme. ‘In 2008 Liverpool was the European

Capital

Culture,

of

therefore

becoming the first city in England to be awarded the title. One of the major cities in the UK, and home to nearly half a million residents’ (P. Jones, 2015). Figure 15: Liverpool Waters/ Source: http://www.liverpoolwaters.co.uk/ as proposed by Liverpool Waters Website, the project will re-generate a 60-hectare stretch to create a world-class, high-quality, mixed-use waterfront quarter central Liverpool. Liverpool City Figure 1:Liverpool Waters/ Source:in http://www.liverpoolwaters.co.uk/ Council and wider partners have identified this prime waterfront location due to its strong links to the city center. Additionally, Figure where2:Liverpool the development will contribute substantially to the growth Waters/ Source: http://www.liverpoolwaters.co.uk/ and economic development of the city, adding to the existing cultural diversity as well as attracting national and international business. The difference land use of the area will include (Liverpool Figure 3:Liverpool Waters/ Source: http://www.liverpoolwaters.co.uk/

Council, 2010): -

Commercial office space; Figure 4:Liverpool Waters/ Source: http://www.liverpoolwaters.co.uk/ Residential dwellings; Hotel and conference facilities; Shops providing mainly for local daily needs; Figure 5:Liverpool Waters/ Source: http://www.liverpoolwaters.co.uk/ Banks and building societies; Cafes, bars and restaurants; Culture and leisure facilities; Figure 6:Liverpool Waters/ Source: http://www.liverpoolwaters.co.uk/ Education, health and religious and community uses; Cruise liner terminal; Car and cycle parking;Figure 7:Liverpool Waters/ Source: http://www.liverpoolwaters.co.uk/ Servicing areas; and, Roads, paths, central park and other landscaped areas.

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Construction Phases Construction of Liverpool Waters will take place over a period of 30 years between 2012 and 2042.

The neighborhoods will be developed in five phases. As shown in the following figure 13, Phase 1 includes 3 residential towers and a cruise liner terminal within Princes Dock, all expected to start on site in 2018. Phase 2 offers 2 residential buildings, an Isle of Man Ferry terminal and new road infrastructure on Waterloo Dock, all expected to start on site in 2018. Phase 3 is the proposed world class stadium for Everton Football Club on Bramley Moore Dock. Phase 4 includes masterplan improvements for the Central Dock area to take place in 2018 Phase 5 is an improved road infrastructure within King Edward triangle to offer additional access to Liverpool Waters. As Liverpool Water Official Website state that “It is an ambition to use sustainable means of transporting materials and staff to and from site where possible�. Also, they identified that the; construction drainage and surface water protection strategies will be implemented to ensure that water quality is not significantly impacted and that surface water flood risk is reduced.

Figure 16: Phasing Plan/ Source: http://www.liverpoolwaters.co.uk/a-place-to-invest/

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Figure 17: Phasing Visualization/ Source: http://www.liverpoolwaters.co.uk/a-place-to-invest/

Achieved Principles 1) Compactness and Density Hussein (2015) stated that the Liverpool Waters seek in the development increased density in the context of sustainable development objectives. Were the aim being to create a critical mass of people (residential/ employment) which is able to support urban services such as local shops and public transport. In urban design terms, the starting point as regard density is the city center Figure 18: Liverpool Waters Skyline/ Source: https://rust.studio/business/5-5bn-liverpool-waters-receives-planning-permission/

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location of the Liverpool Waters site thus, in extending the commercial core of the city westwards.

Jones (2015) proposed this that concept achieved by a number of additional tall buildings in an expansion of the existing commercial area. This form of development is particularly important in order to attract international investment and footloose investment. The Liverpool Waters proposals therefor reinforce the exciting ‘cluster’ of tall buildings in the commercial core of Liverpool. A secondary commercial area is also proposed in the Central Docks part of the site with a secondary cluster of tall buildings associated with it accommodated in the vanity of the former Clarence Dock power station. Moreover, the Liverpool Council (2010) mentioned that the form of the development in the Northern Docks and Clarence Docks neighborhoods on the above basis designed to be ‘mid-rise’ based on 3-meter floor-to-floor Hight.

Figure 19: Proposed Skyline Sketch/ Source: http://www.urbandesigndirectory.com/practices/planit-ie

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2) Accessibility Liverpool City Council (2012) stated that a range of improvements are proposed to enhance the connectivity and accessibility of the site to the wider area for pedestrians and cyclists, to address future traffic growth and provide for improved public transport access. Liverpool Waters will contribute substantially to the growth and development of the city, allowing ease of movement and strong connections between the City Center and different Waterfront areas of Liverpool Waters.

Additionally, as explained by John (2015) the development and strategic intervention will be in accordance with the priorities identified within the Liverpool Main Retail Area (MRA), which include Transform arrival points, pedestrian access and movement from key city gateways into and around the MRA as well as the Commercial District, as shown in the following Figures (20 & 21).

Figure 20: Cultural District Accessibility/ Source: https://www.planitie.com/portfolio_page/princes-dock-neighbourhood-plan/

Figure 21: Commercial District Accessibility/ Source: https://www.planit-ie.com/portfolio_page/princes-dockneighbourhood-plan/

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Figure 22: Liverpool Waters Access Visualization/ Source: https://www.planit-ie.com/portfolio_page/liverpool-waters/

Figure 23: Liverpool Social Activity Access/ Source: https://www.planit-ie.com/portfolio_page/liverpool-waters/

Moreover, Waterfront connections - Connecting the Waterfront to the City Centre in conjunction with the ‘Great Streets’. Where the development of Water Street (see figure 23), that connect and serve the residents of the city and visitors to connect from the old City Center with Liverpool Waters taking in consideration all possibilities of sustainable street design. In order to help and provide accessible point from several points of Liverpool City and serve with different type of mobility which explained by Liverpool Council (2010).

3) Mobility -

Walking and Cycling

The development of Liverpool Waters will concentrate on a high-quality connection for walking and cycling needs. The aim has been in principle: (Liverpool Council, 2010) -

To connect the places people will wish to go with good pedestrian routes;

-

To create direct routes;

-

To ensure that they will be attractive, well-lit and safe;

-

To ensure that they will be high quality, and

-

To ensure that they will be easy to find and follow.

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Furthermore, these design principles achieved by providing, one of the most important streets in the area call the Great Street is arguably the most important street in the city of Liverpool, which connect the waterfront with the city center of Liverpool, include Water Street/ Dale Street/ Lime Street as illustrating in Figure 23. The Liverpool Waters Stamen of Key Development Principles (2011) proposed that along the Water Street length, it binds both the modern and historic city to its iconic Waterfront as showing in the following figure 25 illustrating the water Street visualization. The character and design of this street is currently dominated by the demands of vehicle movement. This street, like all of the Great Streets should be an exemplar of sustainable City Centre travel. That is to say that it should be designed with a focus on walking and cycling and with adequate provision for bus movement as its central aims. The accommodation of other vehicles should be subservient to these aims. The new redevelopment will increase the importance of pedestrian movement between the Waterfront and the city, by providing Pedestrian ‘bridges’ which will become landmark features in the public realm, allowing people to orientate themselves within their surroundings see figure 27. There will be green where possible, major landscape statements along the corridor, through carefully planned to ensure traffic volume and flows are not compromised. The crossings will prioritize pedestrian movement, slowing traffic speeds and improving the pedestrian journey into, and across the city as showing in figure (24, 25, 26, 27, 28 & 29). Where this concept of development of pedestrian connection with surrounding can increase the accessibility into the waterfront through walking and cycling and can provide suitable environment for visitors to see and enjoy the view of historic part of the city. Additionally, will help to give the propriety for the pedestrians.

Figure 24: Corridor Visualization/ Source: https://issuu.com/christopherm.gibson/docs/design_and_access_statement

Figure 25: Proposed traditional street section/ Source: https://issuu.com/christopherm.gibson/docs/design_and_access_statement

Figure 8: Proposed traditional street section/ Source: https://issuu.com/christopherm.gibson/docs/design_and_access_statement

Figure 9: Proposed traditional street section/ Source: https://issuu.com/christopherm.gibson/docs/design_and_access_statement

Figure 10: Proposed traditional street section/ Source: https://issuu.com/christopherm.gibson/docs/design_and_access_statement

Figure 11: Proposed traditional street section/ Source: 57 https://issuu.com/christopherm.gibson/docs/design_and_access_statement

Figure 12: Proposed traditional street section/ Source:

Figure 26: plan view of Great Streets/ Source: Liverpool City Council.

(2012). Liverpool City Center Strategic Investment Framework. UK: Liverpool City Council.

Figure 27: Visualization of the pedestrian at-grade ‘bridge’ across Strand Street at the Albert Dock / Liverpool one interface/ Source: Liverpool City Council (2012)

Figure 28: Visualization of Water Street/ Source: Liverpool City Council. Figure 29: Visualization of Docks/ source: (2012). Liverpool City Center Strategic Investment Framework. UK: http://www.liverpoolwaters.co.uk/ebook/LW-C-C/ Liverpool City Council.

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Additionally, Liverpool Council (2010) proposed, cycling lane is important for residents. To be taken into account in planning for cycling are similar to those relevant for pedestrian routes especially clear, direct routes to shops, schools and works.

-

Public Transport

As a dense, urban environment containing a substantial residential population of about 14,000 people and a workforce of more than 17,500 and with nearby strategies transport corridors serving the city center and accessible for all types of users from different points of the site (P. Jones, 2015), Liverpool Wates will be an ideal area to service by public transport to substantial extent. Where Liverpool Council, 2010 developed masterplan makes provision for public transport corridors and high-quality provision of bus stops is anticipated to encourage public transport use.

-

Vehicles

Liverpool Council (2010) stated that the main aims are to maximize the accessibility of the site by foot, cycle, public transport and other vehicles and to facilitate a high level of interaction with neighboring areas. In addition, it is necessary to provide for servicing and for emergency vehicles.

The indicative highway designs produced as part of the planning application provide for adoptable widths, the appropriate number of lanes and associated infrastructure as illustrating in Figure 30.

Figure 30: Visualization of Great Street, The Strand/ Source: Liverpool City Council. (2012). Liverpool City Center Strategic Investment Framework. UK: Liverpool City Council.

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4) Mixed-use Liverpool Council (2010) stated that the masterplan seeks to minimize the need to travel by creating mixed use development in which people generally can walk to the services and facilities.

Within such as framework it is possible in the design process to promote diversity in terms of development forms, land use, density, tenure and market types. Mixed development is promoted within Liverpool Waters by creating through the masterplan walkable neighborhood which the waters Docks are divided into five neighborhoods as showing in Figure 31. Mixed development neighborhoods with radius of about 400 meters (5 min walk) which are planned throughout the Liverpool Waters site, each focusing on neighborhood center. The principle ‘neighborhood’ character areas are essentially based on the distinctive characteristics of each of the docks (P. Jones, 2015). The neighborhood centers are planned to be located at the convergence of major land uses is proposed within each area. It is intended that each contain local shops; local services (cafes and restaurant, local health facilities and community leisure and spiritual facilities). Additionally, ‘the public realm within such centers will be particularly important’ (Liverpool Council, 2010).

Figure 31: Neighborhood Location Plan/ Source; http://www.liverpoolwaters.co.uk/

60

The masterplan of Liverpool Waters divided into five neighborhoods, the Northern Docks; Clarence Docks; Central Docks; Princes Docks; and King Edward Triangle. Where each neighborhood is considered at three different scales and functions as stated by Liverpool Waters Statement of Key Development Principles (2011).

-

Northern Dock Neighborhood: Defined by the geometry of the dock basins and walls, the Northern Docks form a medium-rise residential neighborhood with strong visual connections to the waterfront setting. The character of the neighborhood and the buildings that defined it ae intended to be very intimate and fine grained, with key views and vistas. Diversity across the neighborhood created through a subtle mix of buildings typologies. Additionally, the Northern Docks carrying on the architectural traditions that have made the city’s waterfront internationally.

Figure 32: Northern Docks Location within site / Source; http://www.liverpoolwaters.co.uk/

-

Clarence Docks Neighborhood: Similarly, to the Northern Docks, the character of Clarence Docks in influenced strongly by the wet and dry basins of Salisbury, Collingwood and Clarence dock. Clarence Docks forms a key public space focal point. Whilst still residential neighborhood, where there are more visitors and night-time activities. Additionally, Clarence Docks and the blocks and buildings that populate, which express a variety of architectural scales and characters. In Clarence docks characters reflect with variety in roof form, with number of green roofs and roof terraces stepping up towards the Central Docks.

61

Figure 33: Clarence Docks Location within site / Source; http://www.liverpoolwaters.co.uk/

-

Central Docks Neighborhood: this secondary tall building cluster provides a new dynamic urban focus around significant parkland open space and the Leeds and Liverpool Canal extension. This neighborhood includes business, entertainment and leisure fulcrum of Liverpool Waters. The Central docks characterize with variety in height and form of the taller buildings which create a continued diversity to the Liverpool Waterfront skyline. Central Docks strive a successful integration of tall and bold buildings along the waterfront in close proximity to retained historic buildings and structures, and substantial open spaces.

Figure 34: Central Docks Location within site / Source; http://www.liverpoolwaters.co.uk/

-

Princes Dock Neighborhood: the character of Princes Dock Neighborhood is established by an existing hotel, office and parking land uses focused around the existing dock basin. The 62

proposals of this dock activate this location with additional residential and hotel land uses, cafes and restaurants and new pontoon spaces. The Princes Dock continue into ‘in and of’ Liverpool and its plan, grid, use of materials and the important relationships between the proposed buildings and their waterside location.

Figure 35: Princes Dock Location within site / Source; http://www.liverpoolwaters.co.uk/

-

King Edward Triangle Neighborhood: the primary tall buildings cluster – an extension of the existing city center core which provides a transition between the city center and Liverpool Waters, dominated by the key landmark (Shanghai Tower). In terms of the townscape character this include: the spatial sequences; enclosure ratios; and proportions and rhythms of the buildings. Additionally, the layout and shape of the buildings reflects the requirement to open up three dynamic routes between the city and Dock, each with varying characteristics (the steps, the arcade; and the plaza).

Figure 36: King Edward Triangle Location within site / Source; http://www.liverpoolwaters.co.uk/

63

5) Special Connectivity and Integration Liverpool’s Waterfront has been classified into three major categories; projects to fill the gaps to deliver a more critical mass of visitors, residents, and business into the waterfront; projects to connect in order to link the waterfront all together and enhance the connection with the city and achieve a higher degree of integration. As indicating in figure 37, this principle is achieved through connecting the waterfront to the city center in conjunction with the ‘Great Streets’.

Also, the waterfront creates several internal connection and external connection - connecting with the city center.

Figure 37: Waterfront Connections Source; http://www.liverpoolwaters.co.uk/

6) Sociability and livability Jones (2015) stated that the proposed development would result in a notable change in the landscape of the site and in views gained from the surrounding area as a result of the proposed development. The pedestrian lane designed with major landscape statements. The development enhances to provide corridors that connect several areas which designed with trees and landscape without encouraging vehicles inside these corridors as showing in Figure (38 & 39). Additionally, Liverpool Waterfront focuses on distributing green parks in the site for several users and activity.

The new development of Liverpool Waters, focusing new neighborhood retail, knowledge and leisure development in key projects, and supporting venues as an open-air events spaces and key orientation points within the city’s tourism trails as mentioned by the Liverpool Council, 2010. As proposed Liverpool Council in their masterplan framework, the development of the adjacent area to provide a mix of uses supportive of the Knowledge Quarter including hotels, student accommodation, neighborhood shops and cafés. whereas, the concentration of commercial, 64

community and civic uses in centers and the use of distinctive landscaping and building forms help to create a place that is easy to read.

Figure 38: Visualization of Landscape/ Source: https://www.earchitect.co.uk/liverpool/liverpool-waters-central-docks

Figure 39: Visualization of Docks Activity Areas/ Source: https://www.earchitect.co.uk/liverpool/liverpool-waters-central-docks

In terms of Energy and resources efficiency considered in the Liverpool Waters proposals. In

Figure 22: Visualization of Landscape/ Source: https://www.eLiverpool City Council (2012) propoeed architect.co.uk/liverpool/liverpool-waters-central-docks

Figure 15: Visualization of Docks Activity Areas/ Source: https://www.e-

that thearchitect.co.uk/liverpool/liverpool-waters-central-docks context of renewable energy resources, the sun,

rainwater, the ground and wind have all been examined with a view to maximizing environmental contribution of these resources and minimizing environmental demands. Where this indicator

Figure 23: Visualization of Landscape/ Source: https://www.eFigure 16: Visualization of Docks Activity Areas/ Source: https://www.earchitect.co.uk/liverpool/liverpool-waters-central-docks achieved by, in terms of solar gain, the buildingsarchitect.co.uk/liverpool/liverpool-waters-central-docks in Liverpool Waters look towards the sun with

buildings oriented to the south. In addition, in terms of wind, buildings have been positioned to minimize thehttps://www.ecreation of potentially uncomfortable micro-climate condition.

Where Figure 24: Visualization of funneling Landscape/ and Source: Figure 17: Visualization of Docks Activity Areas/ Source: https://www.earchitect.co.uk/liverpool/liverpool-waters-central-docks architect.co.uk/liverpool/liverpool-waters-central-docks the highly exposed site location at Liverpool Waters plays an important role on wind conditions across the site. In its current condition, the site is largely open. The proposed development includes Figure 25: Visualization of of Landscape/ Source:some https://www.eFigure 18: Visualization of Docks Activity Areas/are Source: https://www.ea number tall buildings, of which are immediately on the waterfront.

Some areas likely architect.co.uk/liverpool/liverpool-waters-central-docks architect.co.uk/liverpool/liverpool-waters-central-docks

to experience high wind conditions due to their exposed location, or to the proposed building heights. It is likely that conditions in most of these areas can be improved to accepted standards

Figure 26: Visualization of Landscape/ Source: https://www.eFigure 19: Visualization of Docks Activity Areas/ Source: https://www.ethrough design and use of local improvement measures, such as canopies, planting and perforated architect.co.uk/liverpool/liverpool-waters-central-docks architect.co.uk/liverpool/liverpool-waters-central-docks

wind breaks. While, for the water Demand as mentioned by Liverpool Council, United Utilities have identified the potential need for improved water supply infrastructure to secure future water Figure 27: Visualization of Landscape/ Source: https://www.esupply at the site. architect.co.uk/liverpool/liverpool-waters-central-docks

Figure 20: Visualization of Docks Activity Areas/ Source: https://www.earchitect.co.uk/liverpool/liverpool-waters-central-docks

65 Figure 28: Visualization of Landscape/ Source: https://www.earchitect.co.uk/liverpool/liverpool-waters-central-docks

Figure 21: Visualization of Docks Activity Areas/ Source: https://www.earchitect.co.uk/liverpool/liverpool-waters-central-docks

7) Environmental Quality The water spaces within Liverpool Waterfront remain an under-utilized resource and provide further opportunities to enhance the visitor experience. The network of enclosed docks is part of the public realm, offering visual amenity and water space for animation and activity. The water spaces provide hives of activity which celebrated as part of the waterfront experience.

Additionally, this principle achieved through Lighting up the Central Axis, this key component will draw attention to the Waterfront offer during the evening and shorter days. Strengthen the quality, offer, and utilization of the public spaces for events to improve Liverpool City Centre as a visitor destination, building on its heritage in music, culture, maritime and sport.

Figure 40: Liverpool Waters social and livable spaces/ Source: https://rust.studio/business/5-5bn-liverpool-waters-receives-planningpermission/

Figure 41: Liverpool Waters activity/ Source: http://www.urbandesigndirectory.com/projects/liverpool-waters

8) Healthy Environment Generally healthy environment can be achieved through provision of suitable Figure 29: Liverpool Waters social and livable spaces/ Source: https://rust.studio/business/5-5bn-liverpool-waters-receives-planningseveral activities, such as sports and children and youth physical activities. permission/

green spaces for Accordingly, as

explained in previous principle in ‘sociability and livability’, that Liverpool Waterfront provides Major landscape statements within the cycling and walking lane, open air spaces for different

Figure 30: Liverpool Waters social and livable spaces/ Source: https://rust.studio/business/5-5bn-liverpool-waters-receives-planningactivities and locate the buildings towards the sun, oriented to the south. As Liverpool City Council permission/

(2012) mentioned that ‘the location of Liverpool Waters plays an important role in wind conditions across the site. In its current condition, the site is largely open. The proposed development includes

Figure 31: Liverpool Waters social and livable spaces/ Source: a number of tall buildings, some of which https://rust.studio/business/5-5bn-liverpool-waters-receives-planningpermission/

are immediately on the waterfront. As would be

expected, buildings immediately on the waterfront are most exposed and create some of the highest

Figure 32: Liverpool Waters social and livable spaces/ Source: https://rust.studio/business/5-5bn-liverpool-waters-receives-planningpermission/

66

wind conditions in their surroundings. Wind conditions generally improve further away from the water’s edge, except in areas around tall buildings’ (Liverpool City council, 2012). Some areas are probably to experience high wind conditions because of their open location, or due to the proposed building heights. Hence, as stated by the Council, it is likely that conditions in most of these areas can be improved to accepted standards by design and use of local improvement measures, such as canopies, planting, and perforated windbreaks.

9) Safety and Security In Liverpool water creates a strong sense of safety and security where residents, those working in the area and tourists will feel confident using areas with good visibility and effective lighting as stated by Hussain 2015. The Liverpool Waters designed to be lively, lived-in place in which public spaces is easy to overlook and to oversee. Safety and security principle in this project achieved through: -

Ensuring natural surveillance and human presence for example, by making the building front onto the public realm;

-

Minimizing conflicts on walking and cycling routs; and

-

Designing-in territoriality and community involvement to foster a sense of ownership and responsibility.

As mentioned by Liverpool City Council, safety and security fencing, where sensitively designed to avoid visual intrusion. The development focuses on around water features in this respect and the arrangements worked up carefully in consultation with Council, police, emergency services and safety agencies.

10) Identity Liverpool Waters is set within a wider site of great heritage value in international and national terms. The development will create a unique sense of place, taking advantage of the sites cultural heritage and integrating it with exciting and sustainable new development. Moreover, ‘Exploitation of the area’s architectural and historic heritage and its arts and cultural communities’ activities, as regards heritage views, there is currently only one key landmark building on the site, namely Victoria Clock Tower’ (P. Jones, 2015). Additionally, the Liverpool City Council stated that the development follows the historic building pattern of rectangular structures running parallel to the edges of the water spaces. The proposal will conserve, protect and present to the public the 67

heritage assets of the site. Accordingly, heritage is at the heart of the Liverpool Waters which have been quite literally, heritage led. And techniques and methods are to connect the central Dock to other transport system. the Liverpool Waters will allow the Dockland landscape to be clearly seen and understood by public for the first time through the protection, promotion and interpretation of the value. Additionally, all heritage assets within the site will be retained and restored, including former operational buildings.

Figure 42: Liverpool Waters Identity/ Source: http://www.chapmantaylor.com/projects/liverpoolwaters

Figure 36: Liverpool Waters Identity/ Source: http://www.chapmantaylor.com/projects/liverpoolwaters

Figure 37: Liverpool Waters Identity/ Source: http://www.chapmantaylor.com/projects/liverpoolwaters

Figure 38: Liverpool Waters Identity/ Source: http://www.chapmantaylor.com/projects/liverpoolwaters

Figure 39: Liverpool Waters Identity/ Source: http://www.chapmantaylor.com/projects/liverpoolwaters

Figure 40: Liverpool Waters Identity/ Source: http://www.chapmantaylor.com/projects/liverpoolwaters

Figure 41: Liverpool Waters Identity/ Source: http://www.chapmantaylor.com/projects/liverpoolwaters

Figure 42: Liverpool Waters Identity/ Source: http://www.chapmantaylor.com/projects/liverpoolwaters

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11) Community participation Jones (2015) proposed, for Liverpool to become a legitimate site for such major intervention, the development authorizes their vision through connections to local populations. This process sees the abstracted and ‘frictionless’ accounts of models supplemented with other types of claims making, and local publics constructed as both a symbolic resource and a mandate for action. The discourse-consensual promise of models is to create a ‘visual realism which allows people to engage directly with the visions and ideas presented. Where local publics are often used as part of this authorizing resource. The utilization of public participation in redevelopment often sees the connection between reaching out to publics such as potential international investors and future residents. also, engaging local publics in development the proposal of the development.

Jones also mentioned that the use of the digital models at the public consultation events in the context of the Liverpool Waters, at which these questionnaires as shown in figure 43 were administered underlines their key role in the communication of the wider project vision and in the gathering and subsequent marshalling of data.

Table 43: Questioning consultation/ Source: P. Jones. (2015). Modelling urban futures - A study of architectural models of Liverpool Waters. City, VOL. 19, NO. 4, 463-479.

12) Social Mix Promoting social inclusion through the use of inclusive design principles to serve the widest range of people; and Pedestrian ‘bridges’ will become landmark features in the public realm, allowing people orientateconsultation/ themselves within their surroundings. key destinations Table 7: to Questioning Source: P. Jones.

(2015). ModellingFurthermore, urban futures - linking A study of architectural models of Liverpool Waters. City, VOL. 19, NO. 4, 463-479. and Major Projects across the city through 'Great Streets'. These at-grade ‘bridges’, will manifest as major additions to the city’s infrastructure and become key locations for meeting and Table 7: Questioning consultation/ Source: P. Jones. (2015). Modelling urban futures - A study of architectural models 69 of Liverpool Waters. City, VOL. 19, NO. 4, 463-479.

investment. They will be green where possible, major landscape statements along the corridor, though carefully planned to ensure traffic volume and flows are not compromised. The Waterfront also creates the opportunity to add night time and weekend uses to the mix, something that Liverpool can aspire to in the further development of the Waterfront area.

Figure 44: Visualization of Great Streets- Water Street/ Lime Street/ Dale Street. Source: http://www.liverpoolwaters.co.uk/

Figure 43: Liverpool Waters Identity/ Source: http://www.chapmantaylor.com/projects/liverpool-waters

Figure 44: Liverpool Waters Identity/ Source: http://www.chapmantaylor.com/projects/liverpool-waters

Figure 45: Liverpool Waters Identity/ Source: http://www.chapmantaylor.com/projects/liverpool-waters

Figure 46: Liverpool Waters Identity/ Source: http://www.chapmantaylor.com/projects/liverpool-waters

70 Figure 47: Liverpool Waters Identity/ Source: http://www.chapmantaylor.com/projects/liverpool-waters

3.6.2 Cardiff Bay Waterfront Cardiff, UK Background In 2014 Urban Strategies was engaged by Cardiff Council to develop a Waterfront Master Plan for Cardiff Bay, an area approximately two kilometers south of Cardiff City Centre.

As mentioned by AECOM (2013) that the vision for the Cardiff

Bay

Waterfront Figure 45: Cardiff Bay Waterfront/ Source: Regeneration is to create a http://citiscope.org/story/2016/how-cardiff-turned-polluted-bay-oneeuropes-best-waterfronts

series of new city districts and character areas as a focus for economic investment, prosperity and growth within the City Centre. Opportunities for both social interaction and exchange will be Figure 50: Cardiff Bay Waterfront/ Source:

established in a progressive, Sustainable Urban Sitting, Contemporary, high quality office, http://citiscope.org/story/2016/how-cardiff-turned-polluted-bay-oneeuropes-best-waterfronts

residential and supporting mixed-use development will be rooted in the city’s local context and heritage. Additionally, Cardiff Council (2013) stated that ‘The master planning approach will Figure 51: are Cardiff Bay Waterfront/ ensure that Cardiff’s new communities sustainable, wellSource: designed and integrated into the

existing neighborhoods’

http://citiscope.org/story/2016/how-cardiff-turned-polluted-bay-one(Cardiffeuropes-best-waterfronts Council, 2013). Moreover, a private Consultant call ‘Llewelyn-

Davies Planning’ presented in 1988 for Cardiff Bay the urban design concept which was decided

by CBDC, and the main aims of regeneration strategies includeSource: as explained by Jauhiainen (1995): Figure 52: Cardiff Bay Waterfront/ http://citiscope.org/story/2016/how-cardiff-turned-polluted-bay-one-

-

Reuniting the city centereuropes-best-waterfronts of Cardiff with its waterfront;

-

Promoting development which would provide a superb environment in which people would want to live, work and play; Figure 53: Cardiff Bay Waterfront/ Source:

-

http://citiscope.org/story/2016/how-cardiff-turned-polluted-bay-oneAchieving the highest standards of design quality in all types of investments;

-

Bringing forward a mix of development which would create a wide range of job

europes-best-waterfronts

opportunities; -

Figure 54: Cardiff Bay Waterfront/ Source:

Stimulating residential development which would provide housing for a cross-section of http://citiscope.org/story/2016/how-cardiff-turned-polluted-bay-onethe population;

europes-best-waterfronts

Figure 55: Cardiff Bay Waterfront/ Source: http://citiscope.org/story/2016/how-cardiff-turned-polluted-bay-oneeuropes-best-waterfronts

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Establishing the area as a recognized center for excellence and innovation in the field of urban renewal;

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Achieving a maximum leverage on private investment.

To achieve these objectives, Cardiff Bay was divided into several areas, the different land-use of the area contains (Llwellyn-Davies Planning, 1988): -

Affordable Housing;

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Schools and education;

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Health and social care;

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Community buildings and facilities including District and Local Centre

-

improvements;

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Local employment and training including replacement employment

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opportunities where relevant;

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Community safety initiatives;

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Open space, recreational facilities, playgrounds, allotments;

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Protection, management, enhancement and mitigation measures relating

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to the natural and built environment;

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Public realm improvements and public art;

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Waste management facilities including recycling and services;

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District heating and sustainable energy infrastructure.

Achieved Principles: 1) Compactness and Density As Cardiff Council (2013) mentioned that high density residential and mixed-use development is concentrated along public transport corridors and in neighborhood centers with lower densities provided elsewhere to deliver an overall range and choice to achieve several needs. Where the benefit of compactness and density principle in the master plan of Cardiff Bay Waterfront Regeneration is to provide a critical mass of people to support a full range of local facilities and regular public transport. Also, Punter (2007) stated, that density help to make public transport commercially viable and encourage walking and cycling, as well as to creates vibrant, selfsufficient and sustainable neighborhoods, which achieved by Providing higher density residential

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developments close to the neighborhood centers (with retail, business and social and community facilities) and adjacent to the main sustainable transport corridors.

Within these areas’ development should be: -

A minimum of 45-50 dwellings per hectare but with opportunities taken to go well above this.

-

Designing 4/5 story dwellings to create strong urban form and add to dwelling mix.

Furthermore, the urban Density in Cardiff Bay Waterfront as argued Llewelyn-Davies Planning (1988), to develops neighborhoods which provide for every stage of a person’s life and creates communities

and development types that can change and adapt to different needs over time with efficient use of land. Through providing different types of housing in terms of size, price and tenure across the site to meet different community needs.

2) Accessibility ‘Public accessibility is an essential principle for the redevelopment of Cardiff' s Inner Harbor’ (H. Haff, 1993). The Masterplan Framework of Cardiff Bay Waterfront establishes a design context and provides a platform for a multiplicity of development opportunities and land use variations with excellent options for access and servicing for all types of users and facilities. And for creating connectivity for people and users as explained by Cardiff Council (2013) where the development achieved these indicators through Station Gateway that provides the primary arrival experience to Cardiff city center by rail and bus. Its concourse provides a main pedestrian connection across the railway line. This crucial function and its central location demand that the spaces around station function as an important spatial organizer and ‘urban foyer’; providing a meeting place and accommodating a multimodal transport interchange to efficiently manage the movement of people and interchange between transport modes. As well as provide a connectivity between the waterfront areas and the city center and different services in Cardiff through pedestrian lane and cycling lane that serve with public transportation. Moreover, in terms of connectivity they provide a network of open spaces to connect city, river, park and bay. Additionally, as proposed by (EACOM, 2013) ‘Create clear east- west connections between River and Park assets to provide equal access to both natural features and establish a network of open spaces to connect city, river, park and bay'. Also, in assessing the access aspect as stated in Llewelyn-Davies Planning (1988), the Council of Cardiff Bay concentrated more to give favorable consideration to developments 73

which through their design and layout give priority to movements by sustainable travel modes and reflect the user hierarchy in Department for Transport Manual for Streets, namely (Pedestrians; Cyclist; Public Transport users; Specialists Services Vehicles; other Motor Traffic).

3) Mobility As mentioned by Cardiff Council (2013) the main focus objective in design indicators of sustainable transport in Cardiff Bay Waterfront is Walking, cycling and public transport will be attractive, practical and convenient travel choices for all. Taking in consideration as argued Jauhiainen (1995) that the development aims concentrated to design sustainable natural environment within the waterfront area.

Figure 47: Cardiff Bay Waterfront Accessibility/ Source: EACOM. (2013). Cardiff Core Area South Masterplan Framework. UK: EACOM.com.

Figure 57: Cardiff Bay Waterfront Accessibility/ Source: EACOM. (2013). Cardiff Core Area South Masterplan Framework. UK: EACOM.com.

Figure 58: Cardiff Bay Waterfront Accessibility/ Source: EACOM. (2013). Cardiff Core Area South Masterplan Framework. UK: EACOM.com.

Figure 59: Cardiff Bay Waterfront Accessibility/ Source: EACOM. (2013). Cardiff Core Area South Masterplan Framework. UK: EACOM.com.

Figure 60: Cardiff Bay Waterfront Accessibility/ Source: EACOM. Figure 46: Sustainable Transport Corridors/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning (2013). Cardiff Core Area South Masterplan Framework. UK: EACOM.com.

Framework. UK: Cardiff Caerdydd.

Figure 61: Cardiff Bay Waterfront Accessibility/ Source: EACOM. (2013). Cardiff Core Area South Masterplan Framework. UK: EACOM.com.

Figure 62: Cardiff Bay Waterfront Accessibility/ Source: EACOM. (2013). Cardiff Core Area South Masterplan Framework. UK: EACOM.com.

Figure 63: Cardiff Bay Waterfront Accessibility/ Source: EACOM. (2013). Cardiff Core Area South Masterplan Framework. UK: 74 EACOM.com.

Figure 48: Cardiff Bay Inner Harbour. Urban Design Principles 1996/ Source: J. Punter. (2007). Design-led Regeneration? Evaluating the Design Outcomes of Cardiff Bay and their Implications for Future Regeneration and Design. Journal of Urban Design, Vol. 12. No.

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Walking and cycling

Hooper & Punter (2006) proposed in terms of sustainable transportation, the main indicator is to reduces and minimizes dependency on the private car and enables a significant shift to public transport, walking and cycling for daily journeys by designing streets to give priority to pedestrians and cyclists over general traffic. Additionally, reduces congestion on the road network and helps ensure it can be kept within manageable limits which achieved by ensuring all homes are within a 10 minute (800 meter) walk via safe, attractive and convenient routes to essential shops and social and community facilities. And 5 minutes (400 meter) walk to public transport services as mentioned by Cardiff Council (2013). Providing neighborhood centers where they can be easily accessed by all residents by attractive, frequent and reliable public transport and high-quality walking and cycling routes as proposed by Llewelyn-Davies Planning (1988).

75

Figure 49: Sustainable Cycling Access/ Source: Cardiff Caerdydd. (2013).

Cardiff Local Development Plan Masterplanning Framework. UK.

Figure 50: Neighborhood Walking and Cycling Lane/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning Framework. UK.

Furthermore, according to Haff (1993) stated that to enable people to access employment, essential Figure 64: Sustainable Cycling Access/ Source: Cardiff Caerdydd. (2013). andPlan community facilities by walking and cyclingFigure the Council will support developments Cardiff Localservices Development Masterplanning Framework.

UK: Cardiff 71: Neighborhood Walking and Cycling Lane/ Caerdydd.

Source: Cardiff Caerdydd. (2013). Cardiff Local which incorporate, safe, convenient and attractive walking and cycling connections to existing Development Plan Masterplanning Framework. UK: Cardiff Caerdydd. developments, neighborhoods, jobs and services. By designing street corridors which are defined Figure 65: Sustainable Cycling Access/ Source: Cardiff Caerdydd. (2013). by clear dimension between building plots.

Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff Caerdydd.

Figure 72: Neighborhood Walking and Cycling Lane/

That include, Pavements with a minimum of 2.5m as shown in Figure & 51 to(2013). provide generous Source: Cardiff50 Caerdydd.

Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff

and safe corridors for pedestrian movement and accommodate Caerdydd.landscaping and street furniture.

Figure 66: Sustainable Cycling Access/ Source: Cardiff Caerdydd. (2013). from designated cycle routes identified on the Cardiff LocalApart Development Plan Masterplanning Framework.

UK: Cardiff Caerdydd.

plan which will be 1.2m minimum, cyclists

encouraged to cycle on the street network.

Figure 73: Neighborhood Walking and Cycling Lane/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff Figure 67: Sustainable Cycling Access/ Source: Cardiff Caerdydd.

(2013).Local Caerdydd.

Figure 51: Street Section #1/ Source: Cardiff Caerdydd.

(2013). Cardiff Development Plan Masterplanning Framework. UK: Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff Cardiff Caerdydd.

Caerdydd.

Figure 74: Neighborhood Walking and Cycling Lane/ Figure 78: Street Section #1/ Source: Cardiff Caerdydd. (2013). Cardiff Local Source: Development Plan Masterplanning Framework.

Cardiff Caerdydd.

(2013). Cardiff LocalUK: Figure 68: Sustainable Cycling Access/ Source: Cardiff Caerdydd. (2013).

Cardiff Caerdydd.

Development Plan Masterplanning Framework. UK: Cardiff Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff Caerdydd.

Caerdydd.

Figure 79: Street Section #1/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning Framework. UK: Figure 75: Neighborhood Walking and Cycling Lane/ Cardiff Caerdydd.

Figure 69: Sustainable Cycling Access/ Source: Cardiff Caerdydd. (2013).

Source: Cardiff Caerdydd. (2013). Cardiff Local Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff Development Plan Masterplanning Framework. UK: Cardiff Caerdydd.

Caerdydd.

Figure 80: Street Section #1/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff Caerdydd.

Figure 70: Sustainable Cycling Access/ Source: Cardiff Caerdydd. (2013).

Figure 76: Neighborhood Walking and Cycling Lane/ Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff Source: Cardiff Caerdydd. (2013). Cardiff Local Caerdydd.

Figure 81: Street Section #1/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Development Plan Plan Masterplanning Masterplanning Framework.

Framework. UK: UK: Cardiff Caerdydd.

Cardiff Caerdydd.

76 Figure 77: Neighborhood Walking and Cycling Lane/ Figure 82: Street Section #1/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning Framework. UK: Source: Cardiff Caerdydd. (2013). Cardiff Local Cardiff Caerdydd.

Development Plan Masterplanning Framework. UK: Cardiff Caerdydd.

Figure 52: Street Section #2/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff Caerdydd.

-

Public Transportation

Figure 85: Street Section #2/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff Caerdydd.

The city's bus network is supported, including the provision of new infrastructure and the

introduction of new roads and services where necessary to provide sustainable travel options.

Figure 86: Street Section #2/ Source: Caerdydd.

(2013).

Local Development Plan Masterplanning Framework. UK: Working with public Cardiff transport providers toCardiff develop high quality public transport infrastructure Cardiff Caerdydd.

which enables all residents to easily access (within a 5-minute walk), frequent, fast and reliable

services which link to the city center, neighborhood centers and employment sites. As stated by Figure 87: Street Section #2/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff Council (2013) achieved by four Rapid Transit Corridors have been identified based on Cardiff Caerdydd.

four broad geographical channels feeding in towards the city center and within the waterfront areas. Additionally, Cardiff Council Report (2016) mentioned that the mode of rapid transit could

Figure 88: Street Section #2/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff Caerdydd. take different form of technology that provides for the same purpose: heavy rail; light rail; tram;

tram/train running on segregated rails; tram/train combining running on segregated rails and onstreetSection running; conventional using dedicated ‘Ensuring bus is a more attractive Figure 89: Street #2/ Source: Cardiff buses Caerdydd.

(2013).

Cardiff bus Locallanes.

Development Planthe Masterplanning Framework.

UK: Cardiff Caerdydd. and practical travel option is crucial to reducing car dependency, improving accessibility and effecting modal shift. Cardiff has an extensive local bus network serving most parts of the city’ Figure 90: Street Section #2/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning Framework. UK: (Jauhiainen, Jussi S., 1995).

Cardiff Caerdydd.

Figure 91: Street Section #2/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff Caerdydd.

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Figure 53: Public Transportation Point in connection with the City Center/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff.

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Vehicles

Figure 92: Public Transportation in connection with theBay City Waterfront Center/ Source: Cardiff Caerdydd.

(2013). Cardiff Local Development Jauhiainen (1995)Point proposed that Cardiff Regeneration concentrated on reducing Plan Masterplanning Framework. UK: Cardiff Caerdydd.

the use of cars, which achieved through designing long travel point for vehicles street. Also,

designing streets to give priority to pedestrians and cyclists over general traffic and creating Figure 93: Public Transportation Point in connection with the City Center/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development internalFramework. road networks with Caerdydd.

20 mph speed limits. Additionally, minimizing car parking provision Plan Masterplanning UK: Cardiff

in order to manage demand for car travel and help encourage travel by sustainable modes as sated by the Cardiff City council.

Figure 94: Public Transportation Point in connection with the City Center/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff Caerdydd.

Figure 95: Public Transportation Point in connection with the City Center/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff Caerdydd.

78 Figure 96: Public Transportation Point in connection with the City Center/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff Caerdydd.

Figure 54: Vehicles Lane Access and Car Parking Point/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning Framework. UK: Cardiff

4) Mixed-use “Realizing a new lifeandfor InnerPoint/ Harbor requires vision of(2013). extending city center to Plan the Figure 99: Vechiles Lane Access Carthe Parking Source: CardiffaCaerdydd.

Cardiffthe Local Development Masterplanning Framework. UK: Cardiff Caerdydd. water with careful attention to the existing urban fabric and waterfront heritage, a vibrant mixed

program of new uses and public spaces,... realistic guidelines to balance public and private Figure 100: Vechiles Lane Access and Car Parking Point/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan investment, and a flexible growth plan that will allow the vision to continue to develop into the Masterplanning Framework. UK: Cardiff Caerdydd.

21st century� (H. Haff, 1993). The regeneration of Cardiff Bay waterfront aims to minimize the need to travel through creating mixed use development in which residences and users can walk to

Figure 101: Vechiles Lane Access and Car Parking Point/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan Masterplanning Framework.

Caerdydd. different servicesUK: andCardiff facilities.

Furthermore, as mentioned by Cardiff Bay Masterplan Framework

(2013), Provision of a full range of social and community facilities will be concentrated within mixed use neighborhood located andLocal easily accessed by Figure 102: Vechiles Lane Access and centers Car Parking Point/ along Source:public Cardifftransport Caerdydd. corridors (2013). Cardiff Development Plan Masterplanning Framework. UK: Cardiff Caerdydd. walking and cycling. It aims also to creates centers which promote community interaction and

integration resulting in enhanced vitality by locating a wide range of key quality social and Figure 103: Vechiles Lane Access(including and Car Parking Point/ Source: Cardiffhealth Caerdydd.

(2013).sports Cardiffand Local Development Plan community facilities educational provision, services, leisure facilities Masterplanning Framework. UK: Cardiff Caerdydd.

and religious facilities), centrally within neighborhood centers. The regeneration framework aims Figure 104: Vechiles Lane Access and Car Parking Point/ Source: Cardiff Caerdydd. (2013). Cardiff Local Development Plan 79 Masterplanning Framework. UK: Cardiff Caerdydd.

to ensures greater value for money and economies of scale by delivering a range of services in one building which stated by the Cardiff Council (2013).

The master plan identified opportunities for seven districts around the Bay as shown in Figure 38.

Developed with high accessible with the city center and within the waterfront areas. Where the district divided in terms of different function and activities such as tourism destination, commercial, leisure and community district. Additionally, the third district contain Porth Teigr, ‘the masterplan for Porth Teigr envisages the development of a vibrant and environmentally sustainable mixed-use neighborhood’ (Future - the Porth Teiger masterplan, 2011). As shown in Figure 55, will include four linked places which will work to bring new sustainable neighborhood within 38-acre mixed use development.

Figure 55: The Seven Districts of Cardiff Bay Waterfront/ Source: http://www.urbanstrategies.com/project/cardiff-baywaterfront-master-plan/

Figure 56: The masterplan of Porth Teigr/ Source: https://www.architectsjournal.co.uk/news/cardiff-a-city-of-bigideas/8658560.article

5) Spatial Connectivity and Integration The Cardiff Bay Harbor achieved this principle through Provision of a full range of social and community facilities will be concentrated within mixed-use neighborhood centers located along public transport corridors and easily accessed by walking and cycling. Furthermore, provides good connectivity to adjoining areas with creating safe, accessible, attractive and well-designed pedestrian/cycle connections to and from existing neighborhoods with the aim of increasing

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permeability between areas. Accordingly, creating connections and green space corridors which provide continuity and a gateway between new and existing communities.

6) Sociability and Livability One of the main objectives of Cardiff Bay Waterfront Masterplan is high quality sustainable design, which the master planning process as mentioned in Llwellyn-Davies Planning (1988) effectively responds to the local context and the context of climate change, to create new welldesigned neighborhoods with a distinctive character. This goal is achieved through promotes community interaction, improves health and reduces energy demand and Enables walking and cycling to become the preferred method of travel which are safe and comfortable open space for users by providing parks into the area with appropriate lights, shading and furniture as shown in Figures 57. Additionally, where the master plan designed from the outset and delivering high quality public realm and spaces incorporating public art features, landscaping and tree planting to add quality to the environment, as well as providing all residents with easy access to a network of safe, accessible and well managed off-road paths/ trails for cycling and walking which link to local community facilities and the wider countryside. Furthermore, ‘development will be required to be of a high quality, sustainable design and make a positive contribution to the creation of distinctive communities, places and spaces by: Creating interconnected streets, squares and spaces as distinctive places, which are safe, accessible, vibrant and secure and incorporate public art where appropriate’ (Jauhiainen, Jussi S., 1995).

Figure 57: Accessible Public Spaces/ Source: http://www.mermaidquay.co.uk/2017/05/uefa-champions-festival/

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The developed masterplan designed to respect and achieve a resource efficient and climate responsive design through proper dimensions and direction, building masses and hierarchy.

Moreover, the Council stated in terms of sustainable community by achieving an adaptable design that can respond to future social, economic, technological and environmental requirements.

Figure 58: The Inner Harbor looking south/ Source: J. Punter. (2007).

Figure 59: High Quality Public Spaces with shading/ Source: http://www.hojaderutas.com/2012/05/cardiff.html

Figure 106: The Inner Harbor looking south/ Source: J. Punter. (2007).

Figure 107: The Inner Harbor looking south/ Source: J. Punter. (2007).

Figure 108: The Inner Harbor looking south/ Source: J. Punter. (2007).

Figure 109: The Inner Harbor looking south/ Source: J. Punter. (2007).

Figure110: 60: High Quality Public Spacessouth/ easy Source: access and accessible Figure The Inner Harbor looking J. Punter.

(2007). Figure 61: Accessible and well managed for cycling and walking/ network/ Source: http://www.hojaderutas.com/2012/05/cardiff.html Source: http://www.hojaderutas.com/2012/05/cardiff.html Figure 111: The Inner Harbor looking south/ Source: J. Punter. (2007).

7) Environmental Quality

Providing green spaces that can accommodate a wide variety of uses (including biodiversity, Figure 112: The Inner Harbor looking south/ Source: J. Punter. (2007).

sustainable urban drainage, sports, play, allotments, and recreation) and address the needs of different users, but can adapt over time. Furthermore, in Cardiff Bay Waterfront provide varied 82

green open spaces (including water-based facilities) with some areas focused on encouraging public access and recreational usage whilst others may be managed for biodiversity. In order to provide a good and comfortable environmental quality for users, they Maximize the opportunities to provide well overlooked and safe places where people can feel comfortable walking.

8) Healthy environment Multi-functional and connected green open spaces form strategically important links to the surrounding area to provide routes for people and wildlife and open spaces for sports, recreation and play. The aim of developing this principle is to create an environment which supports a good quality of life and promotes better mental and physical health for residents. In Cardiff Waterfront, enhanced to develop public parks connecting the waterfront with the bay.

9) Safety In terms of safety principles achieved in Cardiff Bay Waterfront by Providing for all residents with safe and convenient access to employment, shopping, medical, educational and other essential services and community facilities by a choice of walking, cycling and public transport. and designing a layout which will incorporate a permeable network of safe, attractive and convenient on and off-road walking and cycling routes which achieved through appropriate measures to a particular development will depend on its scale, location and use(s). they may include providing for and improving, as appropriate: (Jauhiainen, Jussi S., 1995) -

The needs of disabled people with mobility impairments and particular access needs;

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The needs of people with prams and/or young children;

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Safe and convenient pedestrian access to and movement within the development, including pedestrian priority measures, lighting, security, and weather protection;

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Walking links to existing pedestrian routes and networks, District and Local centers, open space and other community facilities; (e.g. safe routes to school)

-

Cycling links to existing cycle routes and networks, District and Local centers and community facilities designed for use by everyone;

-

Management of conflict between modes of access, including vehicles, pedestrians and cyclists;

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-

Public transport, including bus stops, bus lanes and interchange facilities; Safe vehicular access to the site that does not unreasonably restrict the flow of traffic on the adjoining highway network;

10) Security In Cardiff Bay Waterfront security development, the provision of lighting can help prevent crime and the fear of crime, enhance safety and security, and facilitate some sport and recreational activities as Punter (2007) mintioned. However, it can also be intrusive, cause glare and have a harmful impact on natural and built heritage assets, the amenity of neighboring land uses and traffic safety. Where new lighting constitutes development (e.g. floodlighting) it is principally controlled through the planning system.

11) Identity In Cardiff Bay City development distinctive heritage assets which protected, managed and enhanced, in particular the character and setting of its Scheduled Ancient Monuments; Listed Buildings; Registered Historic Landscapes, Parks and Gardens; Conservation Areas; Locally Listed Buildings and other features of local interest. Which additionally as stated by Cardiff Council (2016) achieved by within and adjoining the site, effectively integrating them into the development, providing an appropriate setting and enabling access to them where appropriate. One of the main indicators of the development is to connect the city of Cardiff with Cardiff Bay Waterfront through sustainable transport encouraging walking and cycling in safe and attractive design.

Figure 62: Cardiff Bay Waterfront Identity/ Source: https://www.coark.com/news/reflections-on-cardiff-bay-30-years-on/

Figure 63: Cardiff Bay Inner Harbor View/ Source: https://www.coark.com/news/reflections-on-cardiff-bay-30-years-on/

Figure 113: Cardiff Bay Waterfront Identity/ Source: https://www.coark.com/news/reflections-on-cardiff-bay-30-years-on/

Figure 120: Cardiff Bay Inner Harbor View/ Source: https://www.coark.com/news/reflections-on-cardiff-bay-30-years-on/

Figure 114: Cardiff Bay Waterfront Identity/ Source: https://www.coark.com/news/reflections-on-cardiff-bay-30-years-on/

Figure 121: Cardiff Bay Inner Harbor View/ Source: https://www.coark.com/news/reflections-on-cardiff-bay-30-years-on/

Figure 115: Cardiff Bay Waterfront Identity/ Source: https://www.coark.com/news/reflections-on-cardiff-bay-30-years-on/

Figure 122: Cardiff Bay Inner Harbor View/ Source: https://www.coark.com/news/reflections-on-cardiff-bay-30-years-on/

Figure 116: Cardiff Bay Waterfront Identity/ Source: https://www.coark.com/news/reflections-on-cardiff-bay-30-years-on/

Figure 123: Cardiff Bay Inner Harbor View/ Source: https://www.coark.com/news/reflections-on-cardiff-bay-30-years-on/

Figure 117: Cardiff Bay Waterfront Identity/ Source: https://www.coark.com/news/reflections-on-cardiff-bay-30-years-on/

Figure 124: Cardiff Bay Inner Harbor View/ Source: https://www.coark.com/news/reflections-on-cardiff-bay-30-years-on/

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Figure 64: Cardiff Bay Square in 1960/ Source: http://www.publicspace.org/en/works/b024-oval-basin-cardiffbay

Figure 65: Cardiff Bay Inner Harbor in 1992/ Source: http://www.publicspace.org/en/works/b024-oval-basin-cardiff-bay

12) Community Participation Figure 127: All Cardiff Bay Square 1960/ Source: principles thatindeveloped in Cardiff Bay Inner Harbor Masterplan since 1968, designed for the http://www.publicspace.org/en/works/b024-oval-basin-cardiffcommunity and serve the residence in terms of economic, social and environment, where the bay

development providing many of jobs opportunity through the concept of mixed-use masterplan (J. 2007). regeneration promotes sustainable development strategies which aims to Figure 128: Punter, Cardiff Bay SquareThis in 1960/ Source: http://www.publicspace.org/en/works/b024-oval-basin-cardiffprotect the natural for users (H. Haff, 1993). Additionally, Cardiff Council (2016) proposed, the bay regeneration of the inner harbor let the community to engaged in the activity of city which achieved public space, creating Figure 129: through Cardiff Bay Square in 1960/ Source:a dynamic area for culture, http://www.publicspace.org/en/works/b024-oval-basin-cardiffbroad range of events. bay Figure 66: Cardiff Bay Waterfront Public Space/ Source: https://www.cardiff-times.co.uk Figure 130: Cardiff Bay Square in 1960/ Source:

tourism and trade suitable for holding a

Figure 67: Cardiff Bay Walkable spaces for community/ Source: http://www.porthteigr.com

http://www.publicspace.org/en/works/b024-oval-basin-cardiffbay

Figure 131: Cardiff Bay Square in 1960/ Source: http://www.publicspace.org/en/works/b024-oval-basin-cardiffbay

Figure 132: Cardiff Bay Square in 1960/ Source: http://www.publicspace.org/en/works/b024-oval-basin-cardiffbay

85 Figure 133: Cardiff Bay Square in 1960/ Source: http://www.publicspace.org/en/works/b024-oval-basin-cardiffbay

13) Social Mix The rediscovery of river frontage, canal park and dockside; creating a distinctive experience connecting the city to the bay and the river and dock to local communities, animated with recreational and leisure resources. Furthermore, the regeneration of Cardiff Bay was undertaken to create a complementary mix of Housing, Open Space, Commerce, Leisure and Industrial Development which aims to create a social capital in the community. Additionally, as stated by Cardiff Council (2016) this principle achieved by creating centers with community interaction and integration through public open space, parks and public realm. Moreover, establishing a definitive heart and community focus to new residential quarters as shared local/urban centers to promote social inclusion, encourage neighborhood cooperation and encounter for existing and new communities.

3.6.3 Applicable Principles and Indicators The below presented table 6 is comparing between the two-case study ‘Liverpool Waters in London’ and ‘Cardiff Bay Waterfront in Cardiff’, which created based on the above principles explained in section 3.5.1 about social sustainability urban waterfront regeneration; which would be used for the conceptual framework in socially sustainable urban waterfront principles and indicators.

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Table 6: Comparing the 12 principles of socially sustainability urban waterfront regeneration in the mentioned projects Case Study Table 1: Comparing the ninth principles of socially sustainability urban waterfrontCardiff regeneration in the mentioned Bay Waterfronts Liverpool Waters projects Cardiff, UK London, UK Principles 1) Compactness and

- Create a critical mass of people (residential/

- High density residential and mixed -use areas

employment) as local shops and public urban waterfront located alongregeneration public transport Table 1: Comparing the ninth principlessuch of socially sustainability in corridors. the mentioned Density transportation.

- Lower densities in neighborhood centers. projects

Table 1: Comparing the projects 2) Accessibility

- Places to live, work and visit. New and enhanced - Provide critical mass of people. pedestrian and cycle connections.

- Residential development areas with minimum of - Dense of tall buildings serve for commercial 45-50 dwellings per hectare. core in the center of waterfront location and - Residential development areas and surrounding with ninth principles of socially sustainability urban waterfront regeneration in the mentioned south Docks.

4/5 story dwellings to create dwelling mix.

- Neighborhoods basis designed with ‘mid-rise’ - Provides design with adapt to different needs over based on 3-meter floor-to-floor heights. time with efficient use of land.

- Ease of movement and strong connections

- Reuniting the city center of Cardiff City with its

Table 1: Comparing the ninth principles ofCenter socially urban waterfront between the City and sustainability different waterfront. regeneration in the mentioned Waterfront areas in conjunction with the ‘Great Provide station gateway connecting with the city projects

Table 1: Comparing the projects

Table 1: Comparing the projects 3) Mobility

Streets’. center by rail and bus.

- Transform arrival points, pedestrian access and - Provide accessible connection points for pedestrian movement from key city gateways into and in railway line. around the MRA Commercial District. urban- waterfront Provide connectivity between areas ninth principles ofand socially sustainability regeneration inthe thewaterfront mentioned - Ensure a permeable, connected, coherent and and the city center and different services through legible network of streets, walking and cycling walking and cycling lane with public transportation. areas.

- Provide network of open spaces to connect to city, - Ease of movement between neighborhood areas. river, park and bay.

- Access for walking and cycling within the site - Give priority to movements by sustainable travel ninth principles of socially sustainability urban waterfront regeneration in the mentioned for all services and areas. (Public transport, modes and reflect the user’s hierarchy. sports, community facilities, leisure, cultural - Provide sustainable corridors connecting the district, retail areas, etc.). waterfront areas with the city center.

- Major landscape statements along the walking

- Give priority to pedestrians and cyclist.

Table 1: Comparing the ninth of socially sustainability urban- waterfront regeneration in the mentioned andprinciples cycling Corridors.

Reduce congestion on the road network.

Walking & Prioritize for pedestrian movement, slowing Ensuring homes are within a 10 min (800 meter) projects Cycling

traffic speeds and improving the pedestrian journey into, and across the city.

- Pedestrian and cycling routes with clear, direct routes to shops, schools and works.

- Attractive, well-lit and safe.

- Ease of movement between north-south and west-east within the waterfront docks.

-

-

Public Transport

- Provision for public transport corridors.

- High-quality provision of bus stops.

- Accessible for all users from several points of the site.

walk and 5 min (400 meter) walk to public transport services.

Safe, attractive and convenient routes.

Designing street corridors (with clear dimension between building plots).

Minimum of 2.5m for pedestrian movement with landscaping and street furniture.

Minimum 1.2m cycle routes with safe and shaded design.

- Provide sustainable travel options with high quality design.

- Easley access within 5 min walk.

- fast and reliable services in connection to the city center, neighborhood centers and employment sites.

- Provide four Rapid Transit Corridors.

87

- Provide streets for servicing and for emergency vehicles.

- The indicative highway designs with adoptable widths, appropriate number of lanes and associated infrastructure.

- Long travel point.

- Creating internal road network with 20 mph speed limits.

- Minimizing car parking provision.

4) Safety & Security

- Water access and safety (the use of railings around water bodies).

- Safe pedestrian cycling lanes.

- The crossings will prioritize pedestrian movement, slowing traffic speeds.

- Ensuring natural surveillance and human presence, by (making the building front onto the public realm.

- Minimizing conflicts on walking and cycling routs.

- Designing-in territoriality and community involvement.

- Provide safe access for disable people and young children (ramps, served parking).

- Safe and convenient pedestrian access to and movement within the development, including pedestrian priority measures, lighting, security, and weather protection.

- Cycling links to existing cycle routes and networks.

- District and Local centers and community facilities designed for use by everyone.

- Management of conflict between modes of access, including vehicles, pedestrians and cyclists.

- The provision of lighting to prevent crime and the fear of crime.

5) Mixed-use

- Promote diversity in terms of (forms, land use, density, tenure and market types).

- Walkable neighborhood with radius of 400 meters (5 min walk).

- Social-mix (neighborhood mix) - Provides Public Realm areas with the centers of each Docks.

- Northern Docks form a medium-rise residential neighborhood.

- Clarence Docks forms a key public open spaces focal points with variety of architectural scales.

- Central Docks includes commercial district (business, entertainment and leisure).

- Princes dock include offices and parking land uses with residential and hotel, cafes and restaurants.

- King Edward Triangle Neighborhood forms tall buildings cluster with an extension of the city center core.

- Provide residential development for a cross-section of the population (Social mix).

- Provide higher density residential close to neighborhood centers (with several facilities) and adjacent to the main sustainable transport corridors.

- Full range of social and community facilities within mixed use neighborhood centers (located along pubic transport corridors).

- Creates centers with community interaction and integration through public open space, parks and public realm.

- Seven districts with high accessible with the city center and the waterfront areas.

6) Spatial Connectivity and Integration

- Connecting the waterfront to the city center in conjunction with the ‘Great Streets’ (Water Street/ Lime Street/ Dale Street).

7) Sociability and Livability

- Major landscape statements within the cycling and walking lane.

- Provide corridors that connect several areas within the waterfront and city center with high quality design.

- Provide mix of uses neighborhood retail, knowledge and leisure spaces.

- Provision of a full range of social and community facilities which concentrated within mixed-use neighborhood centers along public transport corridors and easily accessed by walking and cycling.

- creating safe, accessible, attractive and welldesigned pedestrian/cycle.

- green space corridors between new and existing communities.

- Achieving high standards of design quality in all types of investment.

- Respond to the local context and the context of climate change.

- Promote community interaction, improves health and reduces energy demand

-

Vehicles

88

8) Environmental Quality

- Open-air spaces within the tourism retails.

- Distinctive landscaping and building forms to create places that is easy to read.

- Maximizing environmental contribution of energy resources and minimizing environmental demands.

- The buildings look towards the sun with building oriented to the south.

- Buildings have been positioned to minimize funneling and the creation of potentially uncomfortable micro-climate condition.

- offering visual amenity and water space for animation and activity.

- The water spaces provide hives of activity - Lighting up the Central Axis.

- Enable walking and cycling with safe and highquality characters.

- Safe and comfortable open spaces with appropriate lights, shading and furniture.

- High quality public realm and spaces incorporating public art features, landscaping and tree planting.

- Creating interconnecting streets, squares and spaces as distinctive places.

- Proper dimensions and direction, building masses and hierarchy.

- Achieving adaptable design.

- Providing green spaces (including biodiversity, sustainable urban drainage, sports, play, allotments, and recreation).

- Provision varied green open spaces (including water-based facilities).

- Providing well overlooked and safe places where people can feel comfortable walking.

- Multi-functional and connected green open spaces - open spaces for sports, recreation and play

9) Healthy Environment

- provision of suitable green spaces for several activities, such as sports and children and youth physical activities.

- Major landscape statements within the cycling and walking lane.

- open air spaces for different activities and locate the buildings towards the sun.

- Uses of canopies, planting, and perforated windbreaks in the high wind condition.

10) Identity

- Create a unique sense of place, site cultural and heritage.

- Follows the historic building pattern.

- Protect and present to the public the heritage assets of the site.

- Allow the Dockland landscape to be clearly seen by public through protection, promotion and interpretation of the value.

- The use of visual realism to engage people directly with the visions and ideas presented.

- Reaching to potential international investors and future residents.

- Engaging local publics in development the proposals.

- The use of digital models at the public consultation events

- Adjoining the site and integrating the heritage assets.

- Providing an appropriate setting and access to the heritage assets.

- Protect and present to the public the heritage assets of the site.

- Connecting the city center of Cardiff with the waterfront areas and services.

- Pedestrian ‘bridges’ work as landmark features in the public realm.

- Provision of Great Streets- Water Street/ Lime Street/ Dale Street with major landscape statements along the corridors.

- creating a distinctive experience connecting animated with recreational and leisure resources.

- create a complementary mix of Housing, Open Space, Commerce, Leisure and Industrial Development.

- - creating centers with public open space, parks and public realm.

11) Community Participation

12) Social Mix

- Provide mix of development to create wide range of job opportunities.

- Achieving maximum leverage on private investment.

- Creating public spaces, dynamic area for culture, tourism and trade suitable for holding a broad range of events.

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3.7 Socially Sustainable Urban Waterfront Regeneration Theoretical Framework In Socially Sustainable Urban Waterfront Regeneration Theoretical Framework various impact categories could be analyzed according to different uses. After conducting and analyzing different principles in sustainable urban development, social urban development and social urban waterfront regeneration, from several literature and references. The following table 7 summarize all principles in socially sustainable urban waterfront regeneration which include; Compactness and Density, Accessibility, Mobility (Walkability, Bicycles, Public Transportation, Vehicles), Safety, Security, Mixed-use, Sociability and Livability, Identity and Community Participation. Also, their indicators as well as measurement tools (Table 7). In order to apply them for conceptual framework in urban waterfront project of Abu Dhabi Port. Additionally, will also help to develop a design framework for future projects associated with the development of the urban waterfront and would be applied as a touchstone for the research’s investigations and assessments.

90

Table 7: Principles, indicators and measurement tools of social sustainable in urban waterfront.

Principles

Indicators

Measurement Tool

References

1.Compactness &

- Gross population density of 50 to 60 pph. Or Floor Area Ratio of more than 1.

- Local provision of daily amenities, services and facilities, including public open and green spaces, accessed by foot, bicycle, and short public transportation ride.

- The density gradation from central public space with fully built-up street frontages through to low density pavilion (ie detached) dwellings on the outer edge.

- Concentration in transport corridors and nodes.

Floor Area Ratio

(Barton, 2000)

Field Observation, CAD Drawing

(S. B. A. Coorey & S. S. Y Lau, 2005)

CAD Drawing

(Barton, 2000)

CAD Drawing

(Forsyth, Ann. 2015)

- Appropriate and connected pedestrian lane between waterfront spaces and other areas (Residential area, public spaces, leisure areas), with attractive humanscale environment (Benches, trees and shade structure).

- Ease of access to transit facilities, community facilities, public open spaces and city center.

- Safe, shaded, well-lit and pleasant pedestrian routes leading to transport nodes, services and facilities.

- Design of convenient pedestrian connections to surrounding buildings and public transit stop.

Field Observation, CAD Drawing, Space Syntax by DepthmapX.

Thunell & Norström (2014)

CAD Drawing

Yosef (2011)

Field Observation, CAD Drawing Field Observation, CAD Drawing

(Forsyth, Ann. 2015)

- pedestrian pathway shall be provided with a minimum width of 3.5m and maximum of 7.5m.

Field Observation, CAD Drawing, Urban Street Design Manual by UPC. Field Observation, CAD Drawing, Urban Street Design Manual by UPC. Space Syntax by DepthmapX/ Step Depth

(Abu Dhabi Public Realm Design Manual,2017), (AD Urban Planning council for street design manual, Chapter 8) (Abu Dhabi Public Realm Design Manual,2017)

Field Observation, CAD Drawing, Urban Street

(AD Urban Planning council for street design manual, Chapter 8)

Density

2.Mobility - Walkability

- Clear pedestrian ‘through zone’ shall be provided in line with USDM standards, with clear of all obstructions including furniture, trees and vehicle overhang (see DS-106 ADPRDM).

- Cycling

- Provision of suitable catchment area: 200 m: toddler play area.

800 m: local shops, Mosques.

400 m: community gardens/allotment.

300-400m: Bus stop.

600 m: playground/primary schools.

1000 m: health center/park/playing facilities.

1500 m: primary/secondary school - Appropriate design in the pedestrian realm, cycle track with width of (2.0 m)

(Chapter 5: Designing Pedestrian Facilities, 2010)

(Barton, 2000)

91

- Safe, shaded, well-lit and pleasant pedestrian routes leading to transport nodes, services and facilities.

- Ease of access and strong connection between transit facilities, community facilities, public open spaces, waterfront and city center.

- Provision of facilities and parking for bicycles

- Public Transportation

- Cycling provision and facilities shall be accommodated within streetscape according to USDM and DMAT’s Standards and Abu Dhabi Walking and Cycling Master Plan guidelines (see DS-107 ADPRDM).

- Provision of suitable catchment area: 200 m: toddler play area.

800 m: local shops, Mosques.

400 m: community gardens/allotment.

300-400m: Bus stop.

600 m: playground/primary schools.

1000 m: health center/park/playing facilities.

1500 m: primary/secondary school - Transit stops and facilities shall be accommodated within streetscape according to the DMAT requirements (see DS-108 ADPRDM).

- Availability of efficient, coordinated, fast, comfortable, and inexpensive public transport providing access to neighborhood and city centers.

- Accessible and connected transport corridors and nodes by pedestrian from all facilities and activities. (accessible to people of all ages and abilities).

- Taxi lay-by for drop-off and pick-up and associated facilities shall be accommodated within streetscape according to the DMAT requirements (see DS-109 ADPRDM).

- Transit-oriented development shorten trips from residential area (600-800m).

- Between each bus station and other 300 m (5 min).

- Flexibility in the public transport bus network.

- Provision of metro and light rail lane for public use.

Design Manual by UPC. Field Observation, CAD Drawing CAD Drawing, Urban Street Design Manual by UPC. Field Observation, CAD Drawing CAD Drawing, Urban Street Design Manual by UPC.

(Forsyth, Ann. 2015)) (Yosef, 2011), Thunell & Norström (2014) (Barton, 2000) (Abu Dhabi Public Realm Design Manual,2017)

Space Syntax by DepthmapX/ Step Depth

(Barton, 2000)

CAD Drawing, Urban Street Design Manual by UPC. Field Observation

(Abu Dhabi Public Realm Design Manual,2017)

CAD Drawing

(Forsyth, Ann. 2015)

CAD Drawing, Urban Street Design Manual by UPC.

(Abu Dhabi Public Realm Design Manual,2017)

Field Observation, CAD Drawing, Urban Street Design Manual by UPC. Space Syntax by DepthmapX/ Step Depth, Catchment Distance Space Syntax by DepthmapX/ Step Depth, CAD Drawing CAD Drawing

(Barton, 2000)

(Yosef, 2011),

Thunell & Norström (2014)

(Barton, 2000)

(Barton, 2000)

92

- Vehicles

- Maximize car travel length.

CAD Drawing

(Yosef, 2011)

- Safe streetscape

CAD Drawing, Urban Street Design Manual by UPC. Field Observation CAD Drawing, Urban Street Design Manual by UPC. CAD Drawing, Urban Street Design Manual by UPC.

AD Urban Planning council for street design manual, Chapter 8.

CAD Drawing, Space Syntax by DepthmapX

(Abu Dhabi Public Realm Design Manual, 2017)

Space Syntax by DepthmapX, CAD Drawing.

(Abu Dhabi Public Realm Design Manual,2017)

Space Syntax by DepthmapX, CAD Drawing.

(Barton, 2000)

Space Syntax by DepthmapX, CAD Drawing.

Morena, M. (2011)

CAD Drawing, Catchment Distance.

CAD Drawing.

(Barton, 2000)

Field Observation, CAD Drawing

(Chapter 5: Designing Pedestrian Facilities, 2010)

Space Syntax by DepthmapX.

(Barton, 2000)

Field Observation, CAD Drawing, Land-use plan.

Chang (2007)

Space Syntax by DepthmapX, CAD Drawing.

(M. P. Amado, C. V. Santos, E. B. Moura, V.G. Silva., 2010)

- Calmed street traffic inside neighborhood.

- Parking shall be sufficiently set-back from high profile buildings and structures to minimize visual impact (see DS-46 ADPRDM).

- Parking for tour and school buses should be provided and other service. (see DG-97 ADPRDM).

3.Accessibility

- Sustainable Movement and Access strategy shall be developed for the public realm, using a ‘Complete Streets’ methodology as outlined in the USDM (see PS-16 ADRDM).

- Variety of built form and public open space should have direct access to all adjacent streets and connect to all pedestrian/ bicycle networks for all types of users (see PG-8 ADPRDM).

- Ensuring good accessibility to public transport corridors, in combination with the provision of walking and cycling networks.

- Ease of movement and strong connection between all facilities and activities, public spaces, waterfront and the city center.

- Accessible community facilities with suitable catchment area.

- Emergency vehicle access shall be ensured (see DS6 ADPRDM).

4.Mixed-Use

- Curb ramps facilitate crossing for wheelchair users and other activities. (1.8 m = 8.33%) (1.5 m = 10%) (20.6 m = 12.5 %) - Provision of integrated residential, commercial, recreational, and civic uses are connected by both public and private transportation options.

- Provision of wider range of job opportunities and facilities including a diverse shopping center, banks, several pubs and cafes, health center, community center and secondary school, plus library and church (mosque).

Provision of integrated residential, commercial, recreational, and civic uses that are essential to the daily life of residents of differing demographic profiles and are connected by both public and private transportation options.

(Barton, 2000) (Abu Dhabi Public Realm Design Manual,2017)

(Abu Dhabi Public Realm Design Manual,2017)

(Abu Dhabi Public Realm Design Manual,2017)

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- Provision of more specialized or larger catchment services such as leisure center or superstore, plus a wider range of job opportunities.

- Provision of facilities including a diverse shopping center, banks, several pubs and cafes, health center, community center and secondary school, plus library and church (mosque).

- Local services and facilities centrally gathered around the transport node.

Field Observation, Land-use plan.

Barton (2000)

Land-use plan

Barton (2000)

CAD Drawing, Field Observation

(Thunell & Norstrรถm, 2014)

- Connected housing cluster with another cluster.

Space Syntax by DepthmapX.

Barton (2000)

- Connected and integrated local services.

Space Syntax by DepthmapX. Field Observation, CAD Drawing Field Observation, CAD Drawing

Barton (2000)

- Accessible parks and open spaces.

Space Syntax by DepthmapX, Field Observation

- Access to diverse housing options linked via public transport, walking and cycling infrastructure to employment, education, local shops, public open space and parks, health and community services, leisure and culture.

- Shading shall be provided to car parking, walkways, cycle tracks and parking, play areas, seating and gathering areas (see DS-11 ADPRDM).

- The design and location of shade structures and buildings shall take account of prevailing wind, solar paths throughout the day, adjacent structures and landscaping (see DS-12 ADPRDM).

- Buildings shall be located by taking account of sightlines and views (see DS-10 ADPRDM).

- Places that feel safe & accepting to all users and emphasize local culture, history & ecology

Space Syntax by DepthmapX, CAD Drawing.

(Chapter 1 Concept of Livability and Indicators, 2002) (Mohareb, 2010)

CAD Drawing, Field Observation

Barton (2000)

Quality

- Comfort: - Physical: Outdoor Facilities (Seats) -Thermal: Outdoor Facilities according to the local climate.

8. Healthy

- Solar access and natural ventilation within the area.

CAD Drawing, Field Observation,

- Green spaces and public parks

Field Observation, CAD Drawing, CAD Drawing

(Chrysoulakis, Feigenwinter, Penyevskiy, & Tal, 2014) Barton (2000)

5.Special Connectivity and Integration

- Provision of multi-functional services and spaces.

- Mixed-use area connected with surrounding.

6.Sociability & Livability

7.Environmental

Environment - Children and youth physical activities and sporting activities.

Barton (2000) Barton (2000)

Field Observation, CAD Drawing.

(Abu Dhabi Public Realm Design Manual,2017)

CAD Drawing

(Abu Dhabi Public Realm Design Manual,2017)

CAD Drawing

(Abu Dhabi Public Realm Design Manual,2017) Chang (2007)

CAD Drawing

(Thunell & Norstrรถm, 2014)

94

9. Safety

- Safety strategy shall be developed for the public realm, incorporating the principles of the Abu Dhabi Safety and Security Planning Manual (SSPM). (see PS-30 ADPRDM).

- Bus stops should be safe, well-lit and related to modes of action.

- Safe connections to pedestrian and cycling routes and convenient access to public transit.

10. Security

Field Observation, CAD Drawing.

Field Observation, Urban Street Design Manual by UPC. Field Observation, CAD Drawing

- Appropriate and safety access for children, disable people and elderly in public places.

- Emphasizing the permeability of the urban environment and the convenience of local facilities, together with effective ‘natural’ surveillance of streets and walkways.

- Signage and wayfinding strategy shall be developed for all the public realm (see PS-29 ADPRDM).

Field Observation, CAD Drawing

- Protection against crime and violence.

12. Community Participation

Steinwender, Gundacker and Wittmann (2008), Barton (2000) Chang (2007), Barton (2000)

Field Observation, CAD Drawing

Barton (2000)

CAD Drawing

(Abu Dhabi Public Realm Design Manual,2017)

CAD Drawing

Markham Official Plan (2013), Barton (2000) (Abu Dhabi Public Realm Design Manual,2017)

Field Observation, - Security shall be developed for the public realm, incorporating the principles of the Abu Dhabi Safety CAD Drawing. and Security Planning Manual (SSPM). (see PS-30 ADPRDM).

- Degree of visibility among internal/external spaces. Field Observation,

11. Identity

Steinwender, Gundacker and Wittmann (2008), (Abu Dhabi Public Realm Design Manual,2017) Barton (2000), (Abu Dhabi Public Realm Design Manual,2017)

Markham Offiacl Plan (2013), Barton (2000)

- Contribution in the historical and architectural heritage of a waterfront landscape.

- Ease of movement and strong connection with the center of the city and surrounding.

- Reflection of distinctive landscape and cultural heritage.

- Buildings design should reflect the architectural character of other site buildings as expressed through consistent use of materials, forms and colors (see DG-5 ADPRDM).

Field Observation, CAD Drawing

Morena, M. (2011),

Field Observation, CAD Drawing Field Observation, CAD Drawing Field Observation, CAD Drawing

Chang (2007)

- Involve of community public facilities, particularly regarding health, education, sports, culture and leisure facilities.

- ‘Smart’ technology and/or Wi-Fi could incorporate within the signage elements (see DG-40 ADPDM).

- Neighborhood centers of “community-making” facilities such as local mosques, gathering places, services, and local shops.

- Involve in decision-making in design of urban waterfront regeneration.

Field Observation, CAD Drawing

(M. P. Amado, C. V. Santos, E. B. Moura, V.G. Silva., 2010) (Abu Dhabi Public Realm Design Manual,2017) Empel (2008)

Field Observation, CAD Drawing Field Observation, CAD Drawing Field Observation, CAD Drawing

(Thunell & Norström, 2014) (Abu Dhabi Public Realm Design Manual,2017)

(Barton, 2000, p58)

95

13. Social Mix

- Shared local facilities and the casual meeting that

occur in well-used streets and squares.

- Social activities nodes including recreational facilities.

- Viable, visible and open neighborhood.

Field Observation, CAD Drawing

Barton (2000)

Field Observation, CAD Drawing Field Observation, CAD Drawing

(Chrysoulakis, Feigenwinter, Penyevskiy, & Tal, 2014) Barton (2000)

96

97

4

Project Context

98

4.1 Presentation of the Study Case 4.1.1 Abu Dhabi Location The largest Emirate of the United Arab

has allowed it to be a real contender on the

Emirates, sits on 80% of the combined

global stage, Due to that Abu Dhabi is home

territory of the UAE. The Emirate of Abu

for more than three million people. The

Dhabi is home to the capital of the United

emirate of Abu Dhabi lies on the coast of the

Arab Emirates. Due to the vision of Abu

Arabian Gulf and is bordered by Sultanate of

Dhabi’s leaders, and the abundance of oil and

Oman to the east, the Kingdom of Saudi

natural gas reserves, the Emirate has grown

Arabia to the south and the emirate of Dubai

to become a dynamic hub and major player in

to the northeast.

various business and economic areas, which

Persian Gulf

N 99

The city of Abu Dhabi is characterized by a

The

sea front that runs along the sea line, and

designs, sights, plant and animal life are

depends on developing its link in the sea from

unique yet true to the heart of the desert life

the past to the present. Abu Dhabi is home to

of Abu Dhabi. Accordingly, Among the areas

more than 200 islands and upcoming

overlooking the Persian Gulf, are the areas on

manmade islands too. Some of the islands are

the north-west, such as Al Marina, Al Ras Al-

worth a mention as they are not only a part of

Akhdar, Corniche, Lulu Island and Mina

Abu Dhabi but each island offers something

Zayed as showing in (figure 69).

Figure 68: Abu Dhabi City. (Author)

location,

infrastructure,

innovative

unique to the residents as well as the visitors.

Abu Dhabi

100

N

101

4.1.2 Early History of Abu Dhabi Waterfront As specified by excavations and archaeological discoveries in several areas of the country, UAE has an ancient history which goes back to the prehistoric times since 19th century. The city has been the center of active and rich civilizations that communicated effectively with other civilizations in the neighboring of Mesopotamia and small Asian communities. It had been the home of important and rich strategic resources from diverse civilizations that inhabited the ancient western Asia. This part of the world has always been considered the main transit point between the east and the west due to its geographic coast of the Arabian Gulf. The interaction with worldwide in the form of trade has been a recurring motif in the history of the country. Where the port of Umm-Al Nar, near to Abu Dhabi City now, was the major center port for trading port for this civilization. In addition, foreign trade, motivated by copper export, increased with several areas of the world such as Persia, Iraq, India and China. During 20th centuries, Emirate economy had been successfully developing by depending on waterfront sources including pearling industry and fishing that benefit the residents of the state for economic development and increase the income of the family. However, the situation started to change negatively, when cultured pearls pervade to the globe in the late of 1890s. moreover, by the second World War II, trade and pearling industry disappeared in the region according the UAE History Archives. All through the next years, the country inhabitants confronted a significant number of difficulties discovering sources for money acquiring.

Figure 70: UAE Waterfront in 1960.

Source: http://uaehistory.com/en/tag/abu-dhabi/

Figure 71: UAE Waterfront in 1960.

Source: http://uaehistory.com/en/tag/abu-dhabi/

102

By the discovery of oil by 1960s the emirate began its growth era, which driven by Sheikh Zayed Bin Sultan Al Nahyan vision. ‘Abu Dhabi started exporting oil on 1962 and the governments used the revenues to develop the infrastructure projects. The discovery of oil in the Gulf region form a major turning point in its history, it was the engine of the State and the declaration of the Union, to be the beginning of the cultural, economic and social shift that coincided with the discovery of oil in the UA’ (UAE National Media Council, 2011). Currently, according to Gulf News Abu Dhabi produces oil per day 2.7 million barrels. Which considered as one of the world’s largest producers.

Despite this fact, ‘Since independence, and oil, Abu Dhabi has become an economic powerhouse…

Besides crude oil, natural gas contributes significantly to Abu Dhabi’s wealth and the emirate is actively working to diversify its economy, with steady growth in real estate, banking, tourism and manufacturing’ (Abu Dhabi: from Sandy Village to Manhattan-Skyline in 40 Years, 2017). In the late nineties, Abu Dhabi faced challenges imposed by the oil downturn cycle. As a result, the government deepened its non-oil initiative and increase the private sectors. In addition, during these phases several improvements where happen in the region. For example, high population growth rate in the area which led to major development in the infrastructure including transformation on urban spaces, different types of projects that meet the needs of Abu Dhabi residents which led to transformation in lifestyle, increase in business sectors either private or public and growth of economic due to the improvements and transformation of political and economic activities where most of these projects developed beside the waterfront as shown in the following figures. There is a clear shift in terms of development in the waterfront compared to the years that have passed. Which will be covered and explained more in the followed section.

Figure 72: UAE ` Waterfront in 1964.

Source: http://uaehistory.com/en/tag/abu-dhabi/

Figure 73: UAE Waterfront in 1985.

Source: http://uaehistory.com/en/tag/abu-dhabi/

103

Abu Dhabi started to develop the infrastructure since 1962, according to UN estimate it sits on 80% of the combined territory of the UAE and Abu Dhabi is the capital of UAE. Where the waterfront was the main source of the population of the city and they derive food, and is an important source of money and to improve the quality life. as the city overlooking to the Arabian Gulf and the residents is located along the waterfront since century which can be inferred from this phenomenon that the first developments occurred near to the waterfront until now. As the following pictures show (74 & 75), the extent of the development that has taken place in the region in just 40 years has been transformed from an empty area into a populated area, with buildings and infrastructure. In this section will elaborate on Corniche area in order to get a better understanding of the characteristics and process of Abu Dhabi Waterfront. The Abu Dhabi Corniche is located on the North-West end of Abu Dhabi Island see figure 8 & 9. ‘Prior to the 1970s, the current area occupied by the Corniche was a beach, were dhows and ships used to anchor and transfer cargo or people’ ( Wikipedia, 2017). Since 1985 the land was reclaimed from the sea and the area started to regenerate, between 2002 and 2003 the Corniche was extended. As describe before, the corniche area started to be the central point of development in Abu Dhabi city since 1980s which is regenerated to be one of the key centers within the central activities zone, where the port activities and trade function moved to outside of the area. In contrast, the waterfront in 20th century was use as port for trade activities. Over time the waterfront has evolved, and the phenomenon of waterfront regeneration has begun to be around the world. At that time, in 1980s the waterfront area began to pay attention to developers, planner and residents.

Figure 74: UAE Waterfront in 1960.

Source: http://uaehistory.com/en/tag/abu-dhabi/

Figure 75: UAE Waterfront in 1985.

Source: http://uaehistory.com/en/tag/abu-dhabi/

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Currently, is a stretch of land five-kilometers long was added to the top of Abu Dhabi City to form a very prominent Corniche and waterfront park along the Arabian Coastline. There are some reasons why Abu Dhabi Government gives priority to regeneration of this specific area. The first reason is the location, which close to the waterfront of Abu Dhabi, in which is closely connected to the Persian Gulf that is an important area from the ancient history of the city. The second reason is trying to make the waterfront more attractive area because it represents the city and help to attract more tourism from outside to help in economic growth of the area. Describes the overall plan for the regeneration of Abu Dhabi Corniche. The framework proposes a transformation of the site into functional. Corniche Road spreads across an impressive eight kilometers of manicured waterfront that includes children’s play areas, sitting area, separate cycle and pedestrian pathways, cafÊs and restaurants, and the Corniche Beach. Moreover, it contains Pedestrian Tunnel connecting the waterfront with city, to facilitate traffic for visitors and residence. In addition, the surrounding area are converted to mixed use investment location with tall buildings, high quality buildings and services. There three main principle that are key in the development. The first principle is to make the waterfront area the main growth pole within the development. This growth pole is the place where the tallest building is developed and those contain a mix of uses like retail, offices, leisure and housing. The second principle that they established strategic green connection along the waterfront. The main reason is to create a good, enjoyable and environmental connection between the city and the waterfront. The third principle is to connect the new development of corniche to the waterfront, and by this made the waterfront more accessible. However, these principles resulted in increase the quality of life beside the waterfront, increase jobs opportunities and helped in economic growth. Also, the area become center of several type of business and different socioeconomic groups. Abu Dhabi Corniche face regeneration in several phases which caused by the improvements that take place in the region, because of this regeneration People of other nationality and different socioeconomic groups are attracted to Abu Dhabi, which help to develop in several services more expensive dwelling on the empty plot within the area. Next to this regeneration caused transformation in the surrounding areas. In the following figure 76 showing the transformation of the waterfront of Abu Dhabi. After this regeneration, urban development in the region began to develop as the economy developed. Which helped to improve and regenerate many areas in the surrounding. Such as the development of several islands of Abu Dhabi including Saadiyat Island, Al Reem Island, Yas Island and etc.

105

Figure 76: Abu Dhabi Island and Urban Development over 40 years. Source: http://uaehistory.com/en/tag/abu-dhabi/

4.1.3 Abu Dhabi 2030 Master Plan In 2007 Abu Dhabi 2030 master plan was developed and implemented, in order to plan, manage and describe the future growth of the city. The continued economic development, the rapid population growth, the liberalization of the real estate laws, the large foreign investment and numerous construction projects have all influenced the birth of the Abu Dhabi 2030 Master Plan, which was designed and implemented by the Abu Dhabi UPC (Urban Planning Council). The objective of the urban structure framework plan proposed in the 2030 Master Plan was to create Abu Dhabi as an “urban capital� with an expected population of 2 million in 2020 and 3.1 million in 2030. The target is also to attract 4.9 million tourists annually by 2020 and 7.9 million annually by 2030 (Urban Planning Council); these are extremely ambitious objectives.

It is important to illustrate that the urban structure framework plan was not geographically limited by the administrative boundaries of the city, but included its urban region and furthermore its natural boundaries as well as its waterfront boundaries. Accordingly, the development of the port

106

will contain mixed use development such as (Retail area, Office area, Hotel and Resort) as illustrating in figure 77.

These districts belong to the two major parts of the Abu Dhabi 2030 plan, which are connected by a developed transportation infrastructure based on the transit system as showing in (figure 78). The first core is located in the northeast of Abu Dhabi City which includes the historic center and the expanded Central Business District (CBD). The second one includes the new capital district situated in the south of Abu Dhabi City. Hence, in this research will study the Central business District - Mina Zayed as study case which will be covered more in the following section.

Figure 77: The land use of Abu Dhabi Zayed Port. Source: Plan Abu Dhabi 2030: Urban Structure Framework Plan, 2007

107

Figure 78: Transportation plan of Abu Dhabi City.

Source: (Department of Transport Abu Dhabi

– ‫)دائرة النقل أبوظبي‬

108

Additionally, according to vision 2030 there are huge change in infrastructure of Abu Dhabi ports in Mena Zayed, which will be converted into a mixed-use area and all containers will be move from Mina Zayed Port to Khalifa Port as showing in figure 79.

Figure 79: Zayed Port and Khalifa Port location.

Source: www.adports.ae

As stated from Al Bayan Newspaper Abu Dhabi in relation with Abu Dhabi Masterplan 2030, is witnessing an exceptional development of urban projects that offer new and distinctive marine destinations to the residents and visitors of the Emirate. Which at the same time is characterized by its preservation of the national identity and its cultural and human resources. HH Sheikh Mohammed bin Zayed Al Nahyan said: "Today, we launched a package of development and tourism projects in the port area, one of the most important maritime façades of the Emirate of Abu Dhabi. The wheel of rehabilitation and development of vital areas in a continuous sleep for the happiness of our society and its welfare.

The regeneration of Mena Zayed has adopted development and tourism projects in the port area of Abu Dhabi, with a total area of up to three million square meters. The development of the area is based on projects that serve the residents of Abu Dhabi residents by: 

providing tourist facilities that attract visitors and tourists to the emirate;



enhancing its reputation as a leading business and tourism destination;



increasing investment opportunities for companies and diversify the national economy.

The regeneration of Port Zayed begins as a mixed-use area that will enhance Abu Dhabi's regional and global standing, which contains: 109



Redevelopment of all the community markets in the port area, including the markets of fish and vegetables, wood and carpets;



New tourism, residential, commercial, service, entertainment and cultural facilities;



The establishment of the city studios TV and film productions.

Figure 80: Zooming in of the central business district (illustrative concept). Source: Plan Abu Dhabi 2030: Urban Structure Framework Plan, 2007

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4.1.4 Mina Zayed 4.1.4.1 Site Overview

Figure 81: location of Mina Zayed from Abu Dhabi City. (Author)

Zayed Port is located in the northeast section of Abu Dhabi city (Figure 81) Established in 1968, and its Latitude :24°32.0411 N Longitude :54°21.8420 E (sea-seek.com). As showing in the map the port is open to the North, blowing from the N and NW. It's one of four major ports in the emirate. Where Zayed Port covers an area of 535 hectares, with 21 berths, a total berth length of 4,375 meters as showing in figure 82.

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Figure 82: Zayed Port Overview. Source: www.adports.ae

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4.1.4.2 Surrounding The port is characterized by its containment of Dhow Harbor, is one of the oldest parts of Abu Dhabi and continues the fish trading tradition of earlier times.

Additionally,

the

site

recently

developed

Wearhouse 421 which is located NW in Zayed Port, it aims to be an exhibition space that arranges shows by galleries and artists, supports

creative

production and sets a wider stage

for

throughout

expression the

city.

furthermore, the site is overlooking to the Al Lulu Island, and the port is located beside Al Corniche from South to the SW as showing in Figure 83. while from

NW

overlooking

the port to

is

Louvre

Museum in Al Saadiyat Island.

113

114

Figure 83: Zayed Port Surrounding. (Author)

4.2 Mina Zayed Waterfront Pier Proposal 4.2.1 General Background Sasaki Architects developed the masterplan of the whole site of Zayed Port as illustrating in Figure 83. The research concentrates on studying the Pier. The Mina Zayed Waterfront Pier (MZW), located at the east end of Abu Dhabi's famed Corniche, overlooking the Persian Gulf with views of the Corniche and Abu Dhabi's skyline. This development designed by Sasaki architects. The development conceived of as a fully integrated mixed-use district, MZW is tied together by a series of (pedestrian-oriented public spaces and a world-class waterfront promenade). 

The proposed MGM Hotel Complex anchors the west end of MZW and overlooks Abu Dhabi City, Lulu Island, and the Arabian Gulf,



While Sasaki's plan for the middle blocks of the development combines (three hotels, meeting and ballroom facilities, retail space, and residential apartments, jobs) into a powerful, iconic district.



The design for Twofour54's Mena Zayed campus reveals a bold waterfront development, which makes use of its prominent position near the city's Corniche to celebrate and support the growing cultural and community spirit.

 Users of Mina Zayed Waterfront Pier will be mixed of users because its an area of mixeduse development which will be a space for truisms, visitors from surrounding areas, local residences, national residences. Also, the plan developed for middle income residences which will offer at the same time jobs opportunities from all nationalities.

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Figure 84: Mina Zayed from Google Earth.

Figure 85: conceptual masterplan of Zayed Port by Sasaki Architects.

Source: https://openlab.citytech.cuny.edu/duddymontgomeryarch4710fall2013/urban-analysis-examples/hart-howerton/

116

Figure 86: The Lan-use Plan of Mina Zayed Waterfront Pier – the development of the services designed by Sasaki Architects.

(Author)

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4.3 Assessment of Social Sustainability Indicators 4.3.1 Density and Compactness The site area is about 51 hectares (126.024 acre). To measure the density of MZW Pier which can be calculated by Floor Area Ratio. Where the ratio is determined by dividing the total or gross floor area of the building by the gross area of the lot. And A higher ratio indicates a dense or compact urban construction. The total floor area of the buildings in MZW Pier is 562000-squaremeter and the total or gross area of the site is 510000-square-meter. So, the FAR of MZW Pier is 1.65 of one which indicates a high dense and compact value. That mainly resulted in mixed land uses, which MZW Pier consists of three hotels, meeting and ballroom facilities, retail space, residential apartments, green open spaces, community facilities, and Media zones as illustrating in (Figure 86 and Figure 87), and they are served with pedestrian and transport access to the services of MZW Pier. Many of services and facilities such as schools, clinics and toddler play area are not provided in the master plan of MZW Pier. Accordingly, the results of the assessment of these indicators make this principle.

Figure 87: Ground Floor Plan of MZW Pier – the development of the Master plan designed by Sasaki Architects. (Author)

118 118

4.3.2 Mobility Mina Zayed Waterfront Pier masterplan will serve to regenerate a key growth area of the city and fulfill the vision of creating a sustainable, human-scaled development.

4.3.2.1 Walkability Walkability is a measure of how friendly an area is to walking. It offers surprising benefits to the society by enhancing the social networks

and

improving

dwellers health. the site from northwest, northeast and south provides

different

facilities

which they are connected by convenient integrated waterfront

footpath into

and Figure 88: Mina Zayed Waterfront Pier Street Pedestrian Access. (Author)

the

(Figure

88).

Additionally, the design of the pedestrian lanes in Primary Street is well shaded, lit and pleasant with width of 5-meters that leads to transport nodes and other services (Figure 89) which follows the typical city avenue design. While the design of Secondary

street

in

Figure 89: cross section showing the pedestrian streetsacape.

not

illustrated due to the drawing limitations.

Furthermore, According to Hugh. (2000), the masterplan should achieve the following standards for the catchment area to be walkable for all dwellers to choose walk or cycle. 

200 m: toddler play area.



800 m: local shops, Mosques.

119



400 m: community gardens/allotment.



300-400m: Bus stop.



600 m: playground/primary schools.



1000 m: health center/park/playing facilities.



1500 m: primary/secondary school

The walkable catchment distance is analyzed in DepthmapX software by the angular Segment analysis using the measure -Step depth- which follows the shortest angular path from the selected segment to all other segments within the system.

The following graphs show the walkability for the different services and facilities in the study area.

Figure 90: DepthmapX- Segment Analysis-Step Depth: The accessible distance for the community park. (Author)

According to figure 90 that shows the walkable distances for community park which located in the Northwest of MZW Pier, we notice that about 60% of the site are not in walkable distance which is 400m which displayed in the graph.

120

Figure 91: DepthmapX- Segment Analysis-Step Depth: The accessible distance for the mosque. (Author)

Local Shops

Figure 92: DepthmapX- Segment Analysis-Step Depth: The accessible distance for local shops. (Author)

121

According to figure 91, we see that more than 60% of the MZW Pier are not in a walkable catchment distance for the mosques that is 400m.

According to figure 92, we see that the site is in suitable walkable catchment distance for local shops, retails, restaurants and public services that is 800m.

Furthermore, the masterplan of MZW Pier didn’t provides all the community services. Where its lacking of provision of toddler play area and clinic.

4.3.2.2 Cycling For cycling as well showing in figure 89, that the cycling lane in not considered in the masterplan which is designed shared with pedestrian lane and there are no facilities and parking for cycles. So, can be measure by the catchment distance which analyzed in DepthmapX software by the angular Segment analysis using the measure -Step depth- which follows the shortest angular path from the selected segment to all other segments within the system. where as discused in Walkability section in figure 90, 91 and 92which can conclude the same result as well 4.3.2.3 Public Transportation As mentioned by Sasaki Architect “the tram links Mina Zayed to the proposed multi-modal

transit

facility.

Visitors

arriving by tram disembark at the proposed Transit Plaza and are then easily guided to points north and south along the pier promenade�.

As shown in Figure 93, only one main line for public transportation which integrated Figure 93: The Public Transportation access from 18th Street. (Author)

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via the new 18th Street (Sasaki Architect), which is serving the whole MZW Pier. And the locations of the bus stops are not easily accessible by most residence, where all bus stop located along the corniche.

Figure 94 illustrate the walkable catchment distance that analyzed in DepthmapX software by the angular Segment analysis using the measure -Step depth- which follows the shortest angular path from the Transit Hub, Tram stop and Bus stop to the Mina Zayed Waterfront Pier and other segments within the system. one of the main issue that we can see on figure 92 that 20% of the developed MZW Pier is not located withing the walkable distance that is 600 – 800 m.

Figure 94: DepthmapX- Segment Analysis-Step Depth: The accessible distance for the transit Hub. (Author)

123

Accordingly, in Figure 95 shows a circular catchment area for Mina Zayed Waterfront Pier urban public transportation (Transit Hub Proposed location) in Abu Dhabi City. The catchment area which shows that the time it takes to get to MZW Pier approximately more than 50 minutes walking from the Transit Hub.

Figure 95: the circular catchment area of transit hub to Mina Zayed Waterfront Pier. (Author)

124

In Figure 96 illustrate the circular catchment area of the bus in minutes walking from the tram stop into MZW Pier, which shows about 40% of MZW Pier developed areas will takes more than 25 minutes walking

.

125

4.3.2.4 Vehicles In Mina Zayed Waterfront Pier provides safe street scape where the street designed with setback from the pedestrian lane as well

Figure 96: the circular catchment area of the tram in minutes walking to Mina Zayed Waterfront Pier. (Author)

it follows the (Typical city avenue) which the design of the street consists of two side street (6.6 m width), side parking (2.5 m width) and Center Median (6 m width) with total of right-of-way: 32 m as showing in figure 97. Additionally, in figure 98 showing the

main

street

which

follows

(Typical

city

street).

Figure 97: the cross section of typical city avenue of Mina Zayed Waterfront Pier with total width 32 m.

Figure 98: the cross section of typical city street of Mina Zayed Waterfront Pier with total width 18126 m.

4.3.3 Accessibility The services and amenities in MZW Pier are socially accessible for the public. In another word, there are no restrictions to enter and take advantage of the shops, restaurants, retail areas and etc.

This can be counted as a positive point for the accessibility of the design. However, numbers of facilities

and

services

as

discussed in previous section 4.3.2.

Additionally,

the

accessibility

into the facilities and services within the study area is analyzed in DepthmapX software by the angular segment analysis by employing the measures of choice as showing in figure 90, 91, 94.

According to figure 99 which analyzes the choice (Rn) of the MZW Pier proposal in connection with

surrounding,

the

most

“chosen� arteries (highlighted in red) are the roads located between the

media

zone

and

the

community

park

and

the

community

center

as

well

another one which located in the

Figure 99: DepthmapX- Segment Analysis- Normalized Choice Rn in connection with surrounding.

Northeast of MZW Pier.

127

The following figure 100 shows the choice measure in different radiuses. We can see how the choice values for the roads almost doesn’t differ.

Figure 100: DepthmapX- Axial Analysis- Normalized Choice for radiuses R400, R600, R800, R1000 m respectively, connection with 128 surrounding.

According to figure 101 which analyzes the choice (Rn) of MZW Pier, similarly to figure 100 the most ‘chosen’ arteries (highlighted in red) is the road located in north quadrant of the community center and the community park, which is far from the mixed-use areas.

Figure 101: DepthmapX- Segment Analysis- Normalized Choice Rn of Mina Zayed Waterfront Pier.

In figure 102 illustrate the choice measure in different radiuses from the center of the plot, we can see how the choice values for the roads almost doesn’t differ.

129

Figure 102: DepthmapX- Axial Analysis- Normalized Choice for radiuses R400, R600, R800, R1000 m respectively.

Moreover, as indicates in figure 103 the community facilities and amenities are not serving with bus stop as well as the mixed-use buildings.

Figure 103: the land-use in MZW Pier and the Public Transportation stop.

130

4.3.4 Mixed-use the masterplan of Mina Zayed Waterfront Pier as shows in figure 104 is compact mixed-use development; which consists of primary and secondary uses, local and global transactions, public and private space. Primary uses are residential, employment and service functions which provide demands for secondary uses, such as commercial, restaurants, etc. The activities generated by mix uses are classified as local and global transactions. which achieved through the provision of types of human exchange, in terms of conversations, and cultural and religious exchange through activities, etc.

Figure 104: Ground Floor Plan of MZW Pier – showing the land use areas.

Furthermore, the (high) density in this neighborhood has considerably increased the demand for providing different types of land-use and diverse quality and viable services and facilities, and consequently job opportunities; which shows how crucial is the density to the quality of having a 131

mixed land-use plan in the neighborhood as showing in figure 104. Accordingly, the MZW propose a diverse of facilities that include shops, community services, hotels, clubs, etc.

As described in figure 87 the land-use of the masterplan of MZW that the development contains of MGM Hotel Complex located in the west end of MZW which overlooks to Abu Dhabi City, Lulu Island, and the Arabian Gulf, there will also be a health and wellness center. Additionally, the development consists of twofour54’s Mena Zayed campus reveals a bold waterfront development, which makes use of its prominent position near the city’s Corniche to celebrate and support the growing cultural and community spirit that is clearly growing throughout Abu Dhabi.

Figure 105: MGM Hotel Complex

Figure 106: twofour54’s Med

Additionally, the second investigated indicator was provision of integrated residential, commercial, recreational, and civic uses with connected by both public and private transportation options. The integration is analyzed in DepthmapX software by the angular segment analysis by employing the measures of integration. The graph in figure 107 analyzes the integration (Rn) of the streets in relation with surrounding. It shows that the roads in the study area are not integrated, the main arteries around the basic services and facilities has low integration and autonomously functioning i.e. the public services and facilities in Southwest are not easily accessible by the visitors.

132

Figure 107: DepthmapX- Segment Analysis- Integration Rn in connection with surrounding.

133

Figure 108 shows the integration measure for different radiuses; it emphasizes the low integration of the study area in different levels.

Figure 108: DepthmapX- Segment Analysis- Integration for radiuses R400, R600, R800, R1000 m, in connection with surrounding.

134

In figure 109 illustrates the analyzes of the integration (Rn) of the streets in Mina Zayed Waterfront Pier. It shows that the most integrated road is located far from the mixed-use area which indicates similar results of figure 107 that analyze the integration Rn in connection with surrounding.

Figure 109: DepthmapX- Segment Analysis- Integration Rn of Mina Zayed Waterfront Pier masterplan.

135

Figure 110 shows the integration measure for different radiuses; it emphasizes the low integration of the study area in different levels. As well, we can see how the integration values for the roads almost doesn’t differ.

Figure 110: DepthmapX- Segment Analysis- Integration for radiuses R400, R600, R800, R1000 m, in connection with surrounding.

136

4.3.5 Spatial Connectivity and Integration There are additional measures which can be used in DepthmapX software that help in the assessment process of the urban fabric such as the measures of connectivity, intelligibility, synergy and harmony (these measures give the software more credibility and reliability). Accordingly, the first investigated indicator was connected mixed-use area with another.

1- Connectivity in figure 111 which analyzes the

connectivity

of

the

proposed project of the study area,

connectivity

keeps

quite at constant value with the external street while only one internal road that give high value of connectivity.

External Internal

Figure 111: DepthmapX- Segment Analysis- Connectivity graph.

137

2- Intelligibility Furthermore, figure 109 describe the correlation coefficient (R2) between the connectivity and the global integration values (The R2 value of about 0.4 indicating a moderate correlation. High correlations would be 0.65 and above). In addition, an intelligible system is one in which wellconnected spaces also tend to be well integrated spaces.

According to figure 112 the intelligibility of the study area is (R2) = 0.315 which indicates a low correlation between the integration and the connectivity. And this means low integrated spaces in the MZW proposal project. Which means also spaces not well-connected and also not well integrated space.

Figure 112: Correlation between the global integration and the connectivity.

3- Synergy Figure 113 shows the correlation coefficient (R2) = 0.3 which indicates almost moderate correlation.

138

Figure 113: Correlation between the local and global integration. measures

4- Harmony According to figure 114 the correlation coefficient (R2) = 0.406 which indicates a relatively moderate correlation between the integration and the choice.

Figure 114: Correlation between the integration and the choice.

139

4.3.6 Sociability and Livability the plan provide access to the MZW Pier vie the public transportation, walking and cycling to several facilities and services in the development. Accordingly, the plan provides appropriate shading element such as trees distributed along the pedestrian path and in the gathering, and the building shadow as well as showing in figure 115.

Figure 115: the solar analysis of MZW.

As illustrating in figure 116 the design of the building blocks and shade structure taking the advantages of the sun direction through:

140

- North Faรงade ideal for maximum opening - South Faรงade with horizontal louvers.

- East Faรงade with vertical louvers.

- West Faรงade minimum opening.

Figure 116: sun direction in summer and winter with buildings proposed orientation.

Additionally, The Mina Zayed Waterfront Pier (MZW), located at the east end of Abu Dhabi's famed Corniche, and the proposed MGM Hotel Complex anchors the west end of MZW which overlooks Abu Dhabi City, Lulu Island, and the Persian Gulf (Figure 117, 118 & 119).

141

Persian Gulf

Figure 117: Mina Zayed Waterfront views.

Figure 114: Mina Zayed Waterfront views.

Figure 118: The view of the West end of MZW (Abu Dhabi city and Lulu Island and Persian Gulf).

Figure 119: the of the southeast of MZW (Abu Dhabi Corniche).

142

4.3.7 Environmental Quality The most reliable indicator of environmental quality is its users’ comfort; which consists of three main essences: Physical comfort, Thermal comfort, and visual comfort. According to the definition, it can be said that the public realm of Mena Zayed Waterfront masterplan offering physical comfort to its users. Because, it provides physical amenities in the sidewalks –i.e.: benches, trees and shade – that can give people the opportunity to sit and relax in the public.

Additionally, the masterplan offers an appropriate place to gather, and socialize in the public such as public open spaces and recreation areas for publics. furthermore, appropriate use of pavements including continuous landscaping beds at the edge of the streets, and using shadow casting trees along the walking networks, shows that from “thermal comfort” perspective also, as an interrelated matter with physical comfort, partially achieved to offer a thermally moderated and comfortable environment to the people (Figure 120 & 121).

Figure 120: South-west section of MZW, lack of seating and benches in the pedestrian lane, no cycling lane – using shadow casting trees and high buildings.

Figure 121: North-east section of MZW, the viability of open green spaces and landscaping in the public realm.

143

In addition to walkability and thermal comfort issues, uses of landscaping and attention to provision and maintenance of sidewalks are associated with the visual quality of the environment also. However, the appearances of public spaces, waterfront areas, and the streets are a visually appealing environment in general in MZW Pier which provides suitable green spaces with natural air from the see with shading and sitting areas as well.

4.3.8 Healthy Environment The first investigated indicator was solar access and natural ventilation of buildings. There is suitable solar access for many of the residential, offices, retails and service buildings in the masterplan of MZW. This essentially resulted from a suitable building orientation. furthermore, solar access is well studied as showing in figure 115 in order to prevent excessive heat gain, especially from a southerly direction. As the prevailing breeze in Abu Dhabi usually comes from the north-west direction as showing in figure 122, the building orientations of the mixed-use area do not allow them to catch this breeze because of the distribution of the buildings that blocks the wind.

Figure 122: The wind direction in Mena Zayed in Abu Dhabi – from North-West.

144

The second investigated indicator was provision of green areas and public parks. There was a green areas and public parks in the proposed project. The areas originally designed as green areas in the central part of the mixed-use plan have been planted and the street as well. Most of the green areas in MZW are located in the north-east and in the middle of the masterplan (Figure 120). The third indicator was the presence of places for both children and youth physical activities, no children or youth play areas were found the only physical activity is public swimming pool located in the north side of the pier.

Figure 123: The green areas and trees distribution in MZW Pier.

5.3.9 Safety As mentioned above, in the MZW proposed project, street designs are wide and safe as it considers safety zones and buffers to isolate pedestrian walkways from vehicular movement (Figure 97 & 98). On the other hands, there are no separated cycling paths as explained in figure 89, section (4.3.2.2) which is necessary for safety.

Also is important to use calmed street elements to limit vehicle speeds in the vicinity of buildings deemed to be vulnerable to pedestrian access because speed control signs and street humps within the neighborhood are expected to contribute to road safety. Moreover, due to the limitation of drawings and information

145

Furthermore, Visual surveillance in the public realm which would be affected by the provision of mixed-use facilities and mostly with appropriate catchment areas, which will encourage residents’ presence in the streets and thus reduce opportunities for visual surveillance. indicators of inclusive design that consider the needs of children, the disabled, and elderly people are mostly achieved.

5.3.10 Security MZW creates a strong sense of security where residents, those working in the area and tourists will feel confident using areas with good visibility and effective lighting as stated by Sasaki's website.

This principle is achieved through the provision of mixed commercial and residential areas, where the shops ensure a sufficient population in the street in the daytime and the residential use ensures a natural surveillance during the night time. While this can potentially reduce the risk of crime types such as burglary, robbery, graffiti, etc. Additionally, the masterplan designed to be lived-in place in which public spaces are easy to overlook and to oversee. furthermore, from the mobility perspective, MZW mixed-use zones in Northwest, Southeast and South are efficient, due to the use of live and work concept which will help to shorten the destination for users. But as illustrated in figure 124 that the mixed-use area and media zone has low accessibility values, as results the public and private spaces are not well connected and integrated within the masterplan.

Figure 124: DepthmapX- Segment Analysis- Integration Rn of MZW.

146

4.3.11 Identity The first investigated indicator was the contribution in the historical and architectural heritage of the waterfront. Whereas, Zayed Port location contains as showing in figure 125 an important natural asset of the Arabian Gulf that has not been well considered in the masterplan of Sasaki’s design to help create a distinctive identity as illustrating in figure 127. The second investigated indicator was reflection of distinctive landscape and cultural heritage, but in MZW lack of reflecting the history of the space, sense and visual identity of belonging because the design doesn’t reflect the history of Dhow Harbor and the past concept of Zayed Port as showing in the following figures.

Figure 125: Zayed Port from current views.

147

Moreover, the masterplan delineates a diverse massing effect that steps comfortably down towards the water. Furthermore, as showing in figure 126 a continuous public waterfront extends the Corniche around the MZW pier which helps to connect with the old side of the area by Corniche footpath. Then as result, the MZW pier is mostly connected with the surrounding through bridges as well as the pier is connected with city center by 18th Street and mina street.

th

18 Street th

20 Street Al Corniche Street Corniche pathway Al Khannur Street

Figure 126: MZW Access and streets.

Figure 127: Mina Zayed Waterfront Pier – showing 18th Street, 20th Street and Mina Street.

148

Figure 128: MZW Current Proposal with city of Abu Dhabi.

4.3.12 Community Participation All principles that designed in MZW masterplan proposal, designed for the community and serve the residents in terms of the economic, social and environment, where the development providing jobs opportunity by applying the concept of the mixed-use masterplan. furthermore, as mentioned

by Sasaki's architect that the design helps the community to engage in the activity of the city through the provision of public spaces, plazas, tourism area, yacht club, and public landmarks as well as mosques.

During the development of MZW current proposal lacks of connections to local populations.

Furthermore, and the current proposal doesn’t involve the residences directly with the vision and ideas because the project announced through newspaper to the publics.

4.3.13 Social Mix While all the evaluated principles are factors influencing the social viability, liveliness and sustainability, social capital can be viewed as the outcome of a socially sustainable environment.

The services and facilities that discussed in section 4.3.4 which within the proposed project of MZW offer different local facilities distributed in the plan as illustrated in figure 129 such as 149

(recreational facilities, Mosque, green open spaces, open swimming pool, community park and visitor center). Furthermore, the possibility of “greeting exchanges� is high expected due to the development of the master plan as a mixed-use area. This has also formed a participatory activity that is potentially able to strengthen the social ties, neighborly relationships, and consequently trust among the community.

Figure 129: MZW local facilities and services.

150

151

5

(Re) Design Guidelines

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5.1 Guidelines – based on the previous investigations: As an outcome of the investigations, evaluations, and discussions regarding the different aspects of current proposal which influence its social sustainability, the below table 8 is created to determine the agenda according to which the (re)design phase of this research-based project is going to be conducted. Although there are 10 strategies defined under 5 general guidelines for the redevelopment of Mina Zayed Waterfront Pier, they have multi-effects and can help to achieve social sustainability principles in either a direct or indirect way. The strategies suggested by this table are mostly targeting the physical form and characteristics. In general, the below-established set of guidelines aims to enhance the condition of this mixed-use area from social sustainability point of view. These strategies will be discussed more in chapter 6.

Accordingly, a set of actions are suggested for every (re)design guideline, that needs to be taken in order to achieve a socially sustainable environment. The standards followed by the actions, especially in defining the street designs and the land-use context are mostly inspired by Abu Dhabi Urban Street Design Manual published by Abu Dhabi Urban Planning Council. The cluster and plot numbers, as well as the streets’ types addressed by the actions in table 13, can be tracked in the below figure 130.

Mina Zayed Waterfront is a sustainable downtown regeneration project, that will revive the old mina district with a new architectural language that is modern, yet inspired by walkable heritage and architecture. Utilizing the main design strategies in socially sustainable technologies, MZW will adhere to the standards in urban social sustainability for urban waterfront regeneration. The strategic objective of the MZW project is to reverse the pattern of development in Abu Dhabi, which has tended towards isolated land use, reliance on public transportation and integrating street network through pedestrian paths. MZW regeneration will become a new social and civic hub in the city center – a place where it is enjoyable to live, work, shop, visit and spend time with family and friends.

153

36 39

38

37

Primary street Secondary street Tram line Waterfront Path

Figure 130: MZW local facilities and services.

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Table 8: (Re) Design Guidelines.

Design Guidelines

REDEFINING LAND-USE

Strategies

- Modifying pattern of providing services.

1

Scenario of Actions

- To redesign the plots Num 36 & 37 in cluster 2 & 1 to toddler areas for children’s - To provide clinic in cluster 2, plot Num 12.

- To provide in cluster 3, plot Num 24 and in Cluster 1, plot Num 38 with a mosque.

- To redesign the ground floor of plot Num 27 to Transit Hub. - To redesign plot Num 23 into fish market.

- To redesign plot Num 26 into Vegetables and Fruit Market - To redesign plot Num 25 into carpet market.

- to add in cluster 2 floating community park and allotments

2

ENHANCING VISUAL IDENTITY

- Reflecting the history of the waterfront - Improving the traditional services

- To design a new marsa situated in the historical part of Al Mina, and distributed in traditional way that reflect the culture (consist of commercial and retail spaces).

- To design floating park in connection with the waterfront to increase interaction between people and the sea.

- To design sikkas and baraha between buildings to reflect the heritage of Abu Dhabi old city.

3

IMPROVING STREET NETWORK

- Connecting with surrounding - Improving access to

- To provide additional Primary Streets connecting Southeast to east to improve the access to local shops and community services.

- To provide commercial Alley in between the commercial building that connecting all cluster.

- To direct the Transit hub (bus lane) with additional access toward the mixeduse center and relocate the bus-stops accordingly to make them accessible within walking distances.

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4

DIVERSIFYING MOVEMENTS MODES

- To add Cycling Infrastructures - To add Commercial Alley (Sikka) - To add Transit/Travel Lane Zone - Improving Pedestrian Network

- To slow down the cars traffic - To provide cycling network and infrastructure

5

COMMUNITY PARTICIPATION

- Involve in decision-making in design of urban waterfront regeneration.

- The use of visual realism to engage people directly with the visions and ideas presented.

- To improve the walking network and quality of the sidewalks - To take safety measures for those walking or cycling - To Provide Transit/Travel Lane Zone

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157

6

Redevelopment Schematics

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6.1 (Re) Design of Mina Zayed Waterfront Pier In the (re)design –or re-generation– of Mina Zayed Waterfront Mixed-Use Pier, according to the above exhaustively detailed set of design guidelines which addresses a wide range of physical aspects of Sasaki MZW Pier masterplan that are found to be crucial to its social sustainability condition, the two most remarkable portion of the urban form which has to be changed are firstly the land-use –to be the community services and facilities accessible for all users and pedestrians– that allegedly increases the integration as well, and secondly the visual identity of site that would reflect the Mina Zayed and its features, also the street layouts that would define a new mobility context for the mina.

The concept of redevelopment is concentrating on the growing movement to restore the vibrancy and enhance the experience of city life for people. This vision for the city of the future is a place that values walkability and a mix of uses. It’s a place that is scaled to people, providing safe pedestrian environments and open space for public life. Most importantly, it’s a place that is grounded in the unique culture and values of its people integrated with the waterfront and mina.

WALKABILITY and interesting storefronts.

Successful cities

are walkable. They provide neighborhoods where people can live, work, shop, and learn without having to rely on cars. In new urban districts where it’s possible to place parking and service delivery belowground or carefully hidden from public view, the streets and sidewalks can be returned to people. A network of streets improves the experience, along with vegetation (that follows the A DSDM).

MOBILITY Networked transit systems, bicycle paths, and public transportation provide the ease and choice of movement that makes cities flow and connect. Urban-scale solutions for moving people from place to place keep pace with rapid growth, reduce dependence on natural resources like gasoline, and make more efficient use of utilities and infrastructure.

MIXED-USE

AUTHENTICITY

Successful cities are filled with an engaging variety of activities generated organically by a mix of uses. This is how human settlements traditionally grew, and the benefits of mixed-use development are widely accepted again. Mixed-use districts offer greater housing variety and density. They result in more compact development and synergy of uses, reducing the distance between destinations, encouraging people to walk and bike, and spurring activity 24/7.

The great urban centers we’ve come to admire are places that naturally blend commerce, culture, and street life. They feel authentic. They are rooted in place, with a subtle blend of forms, materials, and other distinctive attributes that are tied to local traditions. Like Downtown Doha, they have open spaces that are suited to their climate and customs— public places that encourage social interaction and the shared experiences 159 that sustain local culture.

6.2 (Re) Design Verification 6.2.1 Redefining land-use In this stage suggests developing the land-use. Whereas, the masterplan introduces an expanded network of public spaces and facilities for the community of Abu Dhabi Zayed Port, supporting the city’s vision that the waterfront is and will be ‘forever open, free and clear’ accessible for everybody and users.

About the former case, this project suggests developing six-story in the building facing the waterfront which will serve as a retail and mixed-use area in cluster 1 and 2, while having twelvestory in the building located along the main street in cluster 1 and 2 (Figure 132, red color-masses).

Additionally, the vacant plot in cluster 1 and 2 in plot number 36 and 37 are suggested to be developed into a toddler play area (Figure 132, green color) which will help to increase the public spaces for children and provide a better environment for them. moreover, the mixed-use belt located at the northern side of the MZW pier is considered to be replaced with clinic building (Figure 132, purple color-masses). Although provide additional mosque in cluster 3-plot number 24 and in cluster 1-plot number 38 (Figure 132, blue color-masses). MZW Pier It is one of the greatest attractions for tourists as well as nationals, as a result, this project suggests developing an authentic Arabian experience by the Mina port. accordingly, in cluster 3-plot number 23 is suggested to be developed into a fish market it is located near to the marina. also, plot number 26 and 25 suggested being developed into a vegetable/fruit market and carpet market respectively.

Where the vegetable and fruit market located on the right hand of the 20th street. It offers a variety of fresh fruits and vegetables at wholesale as well as retail (Figure 132, light green color-masses).

Moreover, to provide a network transit system within the port to increase the ease and choice movements of visitors and users so, in cluster 3-plot number 27 is suggested in the ground floor of the building to be developed into transit hub that serves the port (Figure 132, gray color-masses).

Accordingly, figure 133 illustrated section A-A of the new design is presented, in order to show the land-use after implementation and how the services and facilities are distributed in the new development.

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WAT ERFRONTCORNI CHE PRI MARYST REET SECONDARYST REET

T ODDLERPLAYAREA

6.2.2 Enhancing visual identity The concept of developing this project is to encourage social interaction, respect for culture and identity, and environmental stewardship.

Besides a new pattern of development that enriches the port from enhancing the visual identity of the mina, as illustrating in figure 134 the masterplan has a meeting point where the heritage and contemporary portions meld seamlessly. It also incorporates dedicated bays for yachts and dhows, while the RTA will also have a base there to operate abra (water taxi) services. Additionally, Mina Zayed Walk consist of tourist, leisure and retail district. Located in the historical part of al Mina and situated alongside Abu Dhabi Corniche it runs for approximately 700 meters and features a mix of shops, market stalls, and promenades. Accordingly, the architecture design of Mina Zayed Walk will reflect the identity and the history of the place of the dhow harbor and it will reflect in terms of materials and distribution the Abu Dhabi Central Market.

Moreover, as showing in figure 135 in the southwest of al mina, suggested one zone of floating parks upon pathways which will contain an array of seasonal activities, including areas for performance, play and quiet rest that overlooking to the Arabian Gulf. Areas for bays dhows and yachts will welcome visitors during the whole year. Accordingly, it explores the concept of placemaking, culture, community and waterfront development that is relevant to the practice of Landscape Architecture in relation to public space and amenity of urban waterfronts. A key premise of the floating park is that the waterfront reflects a coming together of the ecologies of the city, harbor/nature, infrastructure and community that converge and interact dynamically on the water's edge.

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Pedestrian path along Mina Zayed Walk with shading elements Abu Dhabi Central Market by Normal Foster

Figure 134: Mina Zayed Walk

pier structure: 1. lower floatation device 2. guide piles 3. upper floatation device 4. horizontal bracing and struts 5. reinforced concrete columns 6. galvanized steel frame 7. pinned connection joints 8. expansion joint

164 Figure 135: Floating Park

Additionally, with an attractive and spacious social place that reflect the heritage of Abu Dhabi old city, the developed masterplan of Mina Zayed Waterfront suggests a spatial layering from the public to the private domain extends seamlessly from the public Sikka to a central courtyard shared by a cluster of mixed-use buildings (Figure 137).

The central courtyard reflects the traditional feature of UAE which Al Baraha, which was conceived as the ‘urban majlis’ – an open central courtyard where visitors and residences to Mina Zayed are welcomed and received (Figure 138). All barahas are located interconnected with the ground floor of the mixed-use buildings where people can inhabit the perimeter in restaurants and cafes (Figure 136). Accordingly, the main principle in developing sustainable urban forms is to provide spaces for interaction and social mix and this small public courtyard will increase in the region the social capital of the development.

165 Figure 136: Msheired Downtown Doha.

Source: https://www.msheireb.com/

Figure 137: MZW Sikkas and Baraha connection.

166 Figure 138: MZW Sikkas and Baraha.

6.2.3 Improving street network The development of the street network in MZW masterplan improves access to public transport for all people and organizations by strengthening the conditions for sustainable modes of transport and connecting all pedestrians’ and cycling lanes within the masterplan into all services and facilities.

Mina Zayed Waterfront Pier is strategically located in the northeast section of Abu Dhabi city overlooking to Abu Dhabi Corniche from the southeast connected through additional primary street designed as crossing bridge for mobility with width of 38.2 meters as showing in figure 139 (B) in connection with the northwest of MZW Pier, while the bridge starts from Al Mina Street and ends with Al Khannur Street. Accordingly, will help to improve access with surrounding and to access into the local shops and community services of the port for pedestrian and public transportation and for cars as well. Moreover, in terms of increasing the pedestrian accessibility and integration, the new masterplan developed commercial alleys designed to play an integral role in a downtown street network and improve the pedestrian realm in and around commercial areas with developing pedestrian Hub (Baraha) in connection with Sikkas as illustrating in Figure 139 (A).

Additionally, to direct the transit hub with additional tunnel access toward the mixed-use center and relocate the bus-stops. Accordingly, to make them accessible within walking distances which will help to increase the access into cluster 1 and 2.

Additionally, the redevelopment project has altered the bus route that used to pass along the Corniche Street without entering it (see figure 34), in a way that it stops 20 times within the neighborhood, and then to goes on the same way it used to go through (figure 139-C).

Consequently, the people’s access to public transportation would become easier and within a more walkable distance, and therefore it can encourage a greater number of residents to consider bustrips as a viable solution to their travelling needs. As a result, this alteration of the bus route can work as dignifying factor to the mobility condition in MZW; however, the condition can be improved even further to this by increasing the frequency of trips –the number of turns the bus is picking up the passengers from the bus stops– and also by increasing the number of bus stops and the bus routes passing through this port.

167

A

B

Crossing Bridge

Crossing Bridge

C

168 Figure 139: Access Street Network Diagrams.

6.2.4 Diversifying movement modes In contrast with the current condition of the streets in which the priority is given to the car movements, this redevelopment project is offering a new layout for the streets that minimizes the cars’ right of way, while providing a higher degree of priority, convenience, and safety for the pedestrian movements, and then to the cycling movements. Accordingly, a set of drawing plans and sections of the new design for streets’ layouts is presented, in order to show how the vehicular, pedestrian, and cycling networks are set together in a certain portion of the neighborhood which contains all the street types, from avenue to alleyways.

As it can be seen in the drawing plans and sections, the streetscape design of Mina Zayed Waterfront Pier development enhances thermal comfort by creating a network of safe, comfortable, and continuous shaded routes refer to Figures 141 and 142. In accordance with the Abu Dhabi Development Code, the pedestrian walkways design shaded by buildings and trees.

The streets design follows the main principles of Abu Dhabi Design Street Manual and Abu Dhabi Public Realm Design Manual. Accordingly, as showing in figure 140, explaining the main six key concepts for designing streetscape of Mina Zayed Waterfront Pier.

Figure 140: Six key concepts for designing streetscape.

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and also in the figures presented, at the either sides of the primary streets that are indeed avenues (figure 141), a 0.8 meters frontage space is considered in order to allow a suitable opportunity for eye-shopping (figure 141) without interrupting the pedestrian flow that is passing by through a 3.4 meters paved walkway –through–; while a 1 meter spaces is allocated for street furnishings and benches –placed every 8 meters– to make the environment more sociable and convenient (figure 141). Furthermore, a 4 meters two-way cycling-lane that is located between two 0.5 meters edge separating it from walkways and 1.5 meters separating it from the cars in order to let the residents take the advantage of cycling as a viable solution to their traveling needs within the locality while maintaining the safety of pedestrians at the same time (figure 141). In a relatively same manner, for the other type of primary street with 0.3 meters frontage and 0.3 meters median (figure 142).

Additionally, the other type of street that is having 33.3 meters width is including a 0.5 meters frontage, a 3 to 3.4 meters paved walkway –through–, 1-meter furnishing, and a two-way cycling lane at either side of the 31.3 meters street (see figure 143). It has to be noted that a proper and effective infrastructure for cycling includes not only the cycling lane but also “bicycle rack” at the close adjacency of the potential destinations; that is addressed in the design guidelines and also fulfilled by the new design which refers to Abu Dhabi Street Design Manual 5.9.3.

On the other hand, besides a row of parking lots, primary streets –avenues– allow two lanes at either sides one of which is 3.5 meters in width and the other one is 3.3 with side parking on both sides; so that the former one is able to serve “bus” movements for the sake of public-transportation with the aim of enhancing the mobility condition in the area (see the figure 141 and 142).

Furthermore, the secondary streets are including two 3.3 meters driveway located between two rows of parking lots (see figure 143).

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Moreover, the pedestrian cross-cuts –Sikkas / Commercial Alleys (Figure144) are developed with new layouts; with 6.8 meters width allows either of the two movement options for both pedestrian and cyclists in addition to furnishings –benches– to promote a higher degree of convenience, attraction, and sociability.

Moreover, to improve the accessibility for all types of users between all services and clusters, the use curb ramps provide accessibility at street junctions, mid-block crossings, and other areas where elevated walkways are edged with curbing. Curb ramps facilitate crossing for wheelchair users, people pushing strollers, bicyclists, and others. They also help sight-impaired pedestrians identify the street crossing location. in the new masterplan the curb ramps are located in connection with Sikkas/Commercial Alleys (see figure 144).

Sikka in MZW

Sikka/ Commercial Alleys in Perspective

Figure 144: Pedestrian cross-cuts –Sikkas / Commercial Alleys Design.

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To increase the safety for pedestrian and reduce the speed of the cars as showing in Figure 146 (A) the redevelopment suggests Raised crossing are speed tables which marked for pedestrian crossing, built to curb height (1.50 m) and the length depends on the width of the street, helps for traffic calming devices that raise the entire wheelbase of a vehicle to reduce its traffic speed. Speed tables are longer than speed humps and flat-topped. Additionally, the use of Curb ramps (Figure 146 (B)) which help to provide accessibility at street junctions, mid-block crossings, and other areas where elevated walkways are edged with curbing. Curb ramps facilitate crossing for wheelchair users, people pushing strollers, cyclists, and others. Moreover, as illustrating in figure 146 (C) where bicycle racks can be combined with curb extensions.

Figure 145: Curb ramp details- axonometric view. Source: Abu Dhabi Street Design Manual.

(A) Speed Table

(B) Curb Extension with Zebra Crossing

Curb Extension with Zebra Crossing

Figure 146: Street movements modes design.

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6.2.5 Community Participation Community involvement has the potential to achieve a more sustainable outcome, as explored by contemporary planning theories that the value of community participation in the development processes of our built environment.

The local public will be used as part of this design strategy, which concentrates on the discourseconsensual of models is to create a visual realism which allows people to engage directly with the visions and ideas presented. It will use sophisticated software such as Virtual Reality (VR) as stated by Marxent that is 'the use of computer technology to create a simulated environment'.

Additionally, VR will help to places the users inside the masterplan to experience the development where the users and residences will interact with 3D worlds of Mina Zayed Waterfront. Moreover, the development consists of life for better involvements and spaces for the community to explore and participate in the project.

Figure 147: the key concepts of community participation.

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In view of all what has been discussed, the neighborhood’s condition would allegedly be enhanced by implementing the redevelopment project which is designed based on a set of guidelines that has been defined on the basis of qualitative and quantitative study. As the condition of Mina Zayed Waterfront has been assessed based on the theory-based conceptual framework presented in section 4.3 analyzed by DepthmapX, the redevelopment design project and all that has been discussed about it is also going to assessed based on the same conceptual framework; which would result in a valid and reliable understanding of its effectiveness and the extent to which it can contribute to enhancement of the area in terms of social sustainability.

6.3 Assessment of the Redeveloped Schemes by Space Syntax by DepthmapX Moreover, while the development of alleyways –sikkas– has improved the internal integration of MZW for pedestrian and cycling movements (figures 148 and 149), and has given a higher degree of safety and priority to the pedestrian and cycling circulations. Therefore, improvement of the integration has turned the neighborhood environment to be in a better condition in terms of legibility for pedestrians and cyclists, and also improved the residents’ access to different parts of all clusters and therefore to the potential destinations.

Fig. 148: Integration Analysis of Current Pedestrian network in Mina Zayed Waterfront Pier – Radius n

Fig. 149: Integration Analysis of Project’s Pedestrian network in Mina Zayed Waterfront Pier – Radius n

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Furthermore, the inclusion of commercial alleys –sikkas– in the pedestrian network has given more choice of movement to the residents in terms of the routes they can choose to go through in order to reach to their desired destinations. The higher number of choices leads to a condition in which the distances to the potential destinations can be decreased as there are a greater variety of routes that can be traveled. Accordingly, a “Normalized Choice” Analysis is performed about the current condition of MZW and what is suggested by the design project (figures 150 and 151), in order to understand how successful, the project would be in creating a walking and cycling friendly across Mina Zayed Waterfront. As per the analyses results, by developing the commercial alleys, a greater amount of choices would be offered to the residents and therefore a better condition achieved in the neighborhood in terms of being walking and cycling friendly.

Fig. 150: Normalize Choice Analysis of Current Pedestrian network in Mina Zayed Waterfront Pier – Radius n

Fig. 151: Normalize Choice Analysis of Project’s Pedestrian network in Mina Zayed Waterfront Pier – Radius n

In addition to that, in order to show that by developing the commercial alleys –sikkas– and adding additional primary roads (crossing bridges) from west and east of MZW and joining them to the pedestrian and cycling network, the connectivity has increased internally and externally which will result in encouraging people to walk to all services and to use them, and will increase the 181

connectivity with the surroundings of al mina. Accordingly, a “Connectivity” Analysis is illustrated about the current condition of MZW and what is suggested by the design project (figures 152, and 153), in order to measure how successful, the project would be in increasing walking and cycling within the area.

Fig. 152: Connectivity Analysis of Current Pedestrian network in Mina Zayed Waterfront Pier – Radius n

Fig. 153: Connectivity Analysis of Project’s Pedestrian network in Mina Zayed Waterfront Pier – Radius n

In addition to that, in order to show that by developing the commercial alleys –sikkas– and joining them to the pedestrian and cycling network, the people’s access to certain destination can be decreased and within the suitable catchment distance, a step metric-depth analysis is performed – using DepthmapX software– for different services –as examples (figure 154, 155, 156 and 157) which shows that the residents and users are having the potential destinations within a reasonable distance to themselves.

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- According to figure 154 that shows the walkable distances for community gardens and allotments, we notice that more than 80% of Mina Zayed Waterfront Pier is in walkable distance which is 400m which displayed in the graph.

- According to figure 155, we see that more than 70% of the Developed mina is in walkable distance which is 200m which displayed in the graph.

183

Fig. 154: DepthmapX- Segment Analysis-Step Depth: The accessible distance for the community gardens and allotments.

Fig. 155: DepthmapX- Segment Analysis-Step Depth: The accessible distance for the toddler areas.

184

- According to figure 156 that shows the walkable distances for the mosques, we notice that more than 90% of Mina Zayed Waterfront Pier development is within walkable distance which is 800m which displayed in the graph.

- as illustrating in figure 157 that shows the walkable distances for the bus stops, tram stops and the transit hub, we find that most of the site approximate 100% is within the walkable distance which is 300m-400m which displayed in the graph.

185

Fig. 156: DepthmapX- Segment Analysis-Step Depth: The accessible distance for the mosque.

186 Fig. 157: DepthmapX- Segment Analysis-Step Depth: The accessible distance for the transit hub, tram stop and bus stop. .

187

7

Conclusion, Recommendations & Future Research

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7.1 Conclusion and Recommendations According to the literature study conducted at the beginning of this research-based design project, which has resulted in formation of the conceptual framework, a general approach has been established to this two-variable model which consequently got used as a tools of assessing the urban form in a mixed-use in Abu Dhabi from social sustainability perspectives.

Higher density, design for mixed use, and social mix with genuine community participation would automatically enhance energy efficiency and cater for a variety of means of mobility in addition to widening the range of services and utilities choices for local residents. Moreover, as the results derived from the assessments revealed, besides the existence of a diverse range of high-quality services, their accessibility within a walking distance that is well-designed, well structured, safe, and attractive is playing an important role.

Additionally, the design of social sustainable mixed-use urban design can improve the energy efficiency through the development of the public transportation node around the high-density areas and provides walkable spaces for walking and cycling. In addition to that, it is an advantage that the physical form of the built environment allows people to choose between different modes of movement for traveling from one place to another. A frequently recommended mode of movement by the researchers and scholars of “sustainable urban development” field is bicycle and public transportation, which would help the city to be more environmentally friendly, help people save more time –in comparison with walking, and also it brings them the opportunity to get exposed to the public; while getting engaged in social relations and interactions is known to be a positive influencing factor to the life quality. Also, it contributes to the enhancement of the security condition as the people are watching their living environment by their presence.

Therefore, this “Research-Based Design Project” has employed a bottom-up approach which tends to address the most fundamental issues and get to the others consequently. Accordingly, the issues that have been resolved were the land-use, and environmental quality, services and facilities, movement modes, accessibilities, integration of the movement networks, and urban landscape. As a result, the assessment of the design project has revealed that addressing these issues and resolving their associated problems would significantly result in improvement of the city and its community in terms of social sustainability.

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7.2 Future Research As there are a limited number of social urban waterfront designs that adopt the sustainability agenda in the UAE, it is believed that the analysis of further design models would enrich the argument raised by this research.

The results of this investigation would pave the way for futuristic urban design scenario that, will lead to a more sustainable urban form of social urban waterfront in the UAE and maybe in other Gulf Cooperation Council (GCC), Arab, and Middle Eastern countries that share many environmental, social, and economic circumstances. The results from such qualitative and quantitative research will intertwine with the results of this research and thus lead to the formation of a set of valid, reliable and highly contextual design guidelines that can meet the needs of people in this geographic and environmental group, economic and cultural context, and enhance their quality of life and social well-being to better level as well as for better degree of built environment.

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