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P32076 Urban Design Issues 1 Group One: Robert Kreetzer Juliet Burch Nani Khalid CherngYu Chen
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Content Page Brief & Background....................................................................................................................................05 Methodology.............................................................................................................................................07 Themes....................................................................................................................................................09 Topics......................................................................................................................................................11 Case Studies.............................................................................................................................................13 Principles & Indicators...............................................................................................................................33 Assumptions...............................................................................................................................35 Design Development..................................................................................................................................37 Reflections & Conclusion............................................................................................................................57 References...............................................................................................................................................63 Appendix.................................................................................................................................................65
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“How do we safeguard and deliver high levels of environmental quality in the context of increasing intensification of land use?”
The Report
The main objective of this study is to formulate a methodology of ‘good practice’ for urban designers to address the issue of maintaining a sustainable living environment through urban intensification as part of a large scale urban development. Therefore, the scope of our research is at a global scale that will allow us to develop a set of generic principles from existing case studies that provide innovative solutions for achieving sustainability through land intensification.
The Brief
Produce a set of generic, conceptual design models that address the problems of maintaining high environmental quality in the face of increasing use intensification. The design models will be constructed in relation to three levels of intensification (medium, high and very high). The conceptual design models will be developed from an examination of existing theory, research and international case studies. The models will be drawn to scale in plan and 3D, dimensioned where necessary and based on a standardised, measured neighbourhood unit. The group will address their design models at the block, intermediate and neighbourhood scales as described by Barton et al (2003) in their Sustainable Neighbourhood model. Density Levels Medium 200pp/ha High 500pp/ha Very High 800pp/ha
Identify - The key indicators of environmental quality within the urban environment. - The main problems in maintaining environmental qualities as a result of urban intensification. Research - Current theories addressing urban spatial planning strategies. - Existing international case studies with medium, high and very high densities of built form and intensity. - The environmental qualities of a neighbourhood unit (800m²) within the study area and articulate how environmental quality is achieved at block, intermediate and neighbourhood scales. Concept Design - Our investigation concerns an issue and our concept design has no assumptions based on a specific site. - Produce a set of generic models based on the examination of current theories and from the indicators within the case study research that achieve environmental quality. - Concept models are to be tested at medium, high and very high densities at block, intermediate and neighbourhood scales (Barton et al. 2003).
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Intermediate
Group One: Study Terms and Theory
The first stage of our investigation began through group discussion of the key terms within the question. The relevant theories surrounding environmental quality and urban intensification determined the group’s scope for further investigation. Environmental Quality What do we mean by high levels of environmental quality? What qualities are we trying to safeguard and deliver? The group devised a list of environmental qualities that would relate to the quality of the environment or neighbourhood in which we live (See Appendix). These qualities would be those that we would aim to safeguard to deliver neighbourhoods that are “attractive, safe, healthy and unpolluted, with high-quality local facilities, access to green spaces, and excellent connections to other areas” (Barton et al. 2003). Intensification What do we mean by the intensification of land use? What uses? What levels? How do we measure Intensity? The re-development of urban areas through increasing the land use either vertically or by infill were the discussions related to intensification. Roseth (1991) defines intensification as “the increase of population and/or dwellings within a defined urban area” (Roseth et al. 1991, Burton, 1996, p.84). This definition is most relevant to our research as it highlights the density of built form is relative to its population. What uses and levels can be linked to the planning strategies adopted by cities for large-scale developments as a response to major needs (i.e. housing). Lecroart (2007) outlines how a city might achieve
Neighbourhood
intensification through a “combination of independent and diverse ‘small-scale projects’ brought together under an “umbrella project” with a united strategic steering” (Lecroart, 2007). The measure of intensity of a city differs from region to region. This is understood if we consider density as “a quantitative measure of number within a prescribed area, whereas intensity reflects a more subjective measure of built-up-ness or urbanity” (Scoffham, i.d., Burton, 1996, p.66). Therefore, by measuring the dwelling units per hectare, population per hectare and floor area ratio (FAR) we are able to calculate the density at a specific scale (i.e. block and neighbourhood). This is a useful tool for our case study research as our investigation is at block, intermediate and neighbourhood scale at, medium, high and very high densities.
Methodology
Brief
Themes
Key Themes
Topics
Case Studies
Stages
Process
Urban Design Masters group discussion
Our knowledge of urban design theory and practice
Literature review of recent media relating to our key themes
Search criteria: - Variety of densities - Relevance of topics - Extent of success
Detailed analysis studies
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Initial Design Tools
d crossof case
Detail Case Studies
Further research of case study evidence
Group 1 Design Tools
Consolidation of information
Proposed Models
Inclusion of assumed data
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Themes
Sensory Richness
Pollution
Land Use
Accessibility
In a world of globalisation, increasing densities and fierce economic competition between major cities, new innovative ways of creating a distinctive sense of place are particularly valuable in helping to sustain high levels of environmental quality. The ability of the urban environment to excite our senses, including hearing, smell, touch and taste as well as our sight is very topical amongst current urban design theorists. For example, theorist Victoria Henshaw, lecturer in urban design and planning at Sheffield University, is carrying out extensive research into how smell can be used advantageously in the built environment.
In this modern world of urbanization, every country in the world significantly have different land use regulations to help define the character of its cities, towns, counties and entire regions. In the years of upcoming future, the urban population in developing countries is expected to double,and entire builtup areas are projected to triple if current trends continue. This rapid demographic and spatial transformation will have to be approached sensitively and carefully to create an excellent, aesthetic and liveable urban city planning.
As increasing densities put pressure on land uses, the successful use of space (particularly open spaces) becomes ever more important in maintaining high levels of environmental quality. Therefore in order to maximise the value of land, we need to consider the affect of noise and air pollution within the city and create both simple and inventive ways of reducing the negative impact it has on city dwellers.
The concept of accessibility is a key element in urban, regional and transportation planning, and accessibility is generally considered as one of the most important determinants of land-use patterns. On the other hand, land-use has a strong impact on accessibility through the spatial distribution of urban activities. In the face of increasing densities, this intrinsic relationship between accessibility and landuse will be even more crucial in upholding high levels of environmental quality.
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Energy Efficiency
A densely populated city and a requirement for high levels of environmental quality go hand in hand with sustainability. For a city to comfortably sustain high levels of demand on its infrastructure the design must be efficient at its core. Energy efficiency comes under the general umbrella of efficiency and forms part of our ethos to design high levels of environmental quality. It is a requirement for us to consider the subtleties of the environment to provide appropriate and successful urban design.
Safety
A neighbourhood must achieve safety through safe roads and streets, providing a sense of security, socially inclusiveness whilst defining ownership over territory. To encourage a walkable neighbourhood with high level of environmental quality streets must be sensory journeys whilst instilling a sense of safety within the pedestrian. The activities of streets and public spaces can assist both of these objectives through ensuring recreational uses and local amenities are incorporated into the journeys people make. Activites should be organised around other activities that won’t conflict.
With our combined knowledge of urban design theory and practice, as a group we decided upon our six key themes to take forward from the list created by the urban design masters yeargroup.
Topics
Sensory Richness
Land Use
Pollution
Mobility through the environment Global Competitiveness Ambience/Experience Engaging Spaces
Diversity Flexibility Accessibility Configuration Topography
Health & Wellbeing Traffic
Accessibility
Transportation facilities & options Street Design Density & Mixes of land use Physical distance
Safety
Crime Street Layout Traffic Health
Energy Efficiency
Daylight Commuting Distances Self Sufficiency Renewable
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The purpose of the literaure review was to find key topics being currently discussed in the media and by urban design theorists regarding the issue of maintaining high levels of environmental quality with increasingly urban densities relevant to our chosen themes.
Informative Case Studies
Key Case Studies Borneo Sporenburg, Netherlands Freiburg, Germany Barcelona, Spain Vienna, Austria Dhaka, Banglasesh Hong Kong Detailed Case Studies
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At this stage it is prudent to remind ourselves of the exact brief which is to ‘produce a set of generic, conceptual design models that address the problems of maintaining high environmental quality in the face of increasing use intensification.’ Case Study Search criteria: - Variety of densities where possible - Relevant to topics within key themes - Extent of success in the context of urban design
Informative Case Study #1
Vauban, Freiburg Germany Project Description: The former site of a former French military base, Vauban is a new neighbourhood bought by Freiburg City Council in 1990s and developed in association with a community group, Forum Vauban, as an ecological, low-energy, low-traffic, and low-car neighbourhood – a ‘Model Sustainable District’. It is located 4km to the south of the town centre of Freiburg, a city often called Germany’s ‘ecological capital’ and recognized internationally as highly livable, sustainable and child-friendly. Planning approach of Vauban involved an extended participation exercise and widespread community involvement, informed by a philosophy of ‘learning while planning’ to meet ecological, social, economic and cultural developments. Development consists of the refurbishment of former barrack buildings, plus new build phases – approximately 80% of which is by self-develop, owner-co-ops (Baugruppen). As a new neighbourhood, it displays innovative ideas in low-energy housing and in car-free/parking-free living, and provides an example of what can be done.
143 ppha 95 dpha 150 cars per 1,000 residents Car Passengers: 6% Car Drivers: 23%
Public Transport Users: 18%
Pedestrians: 27%
Cyclists: 27%
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Theme Topic
Accessibility
Transportation Facilities & Options
Energy Efficiency
Commuting Distances
Accessibility Street Design
Sensory Richness
Ambience & Experience
Land Use Diversity
Sensory Richness
Global Competitiveness
Pollution
Health & Wellbeing
Land Use
Configuration
Accessibility
Density & Mixes of Land Use
Safety
Street Layout
Pollution Traffic
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Indicator
Neighbourhood structured around an extension to the tram system that gives reliable 5-10 minute service to the rest of the city. The tram was constructed in advance of occupation to establish good habits from the outset. All households are within 400m of a tram stop.
Many short streets and small neighborhoods have been designated as “Play Streets” or “Living Streets” (Wohnstrasse). In these streets, speed limit is reduced to walking speed, and only residents or delivery vehicles are permitted to park. Division and preferential allocation of land to private builders and cooperative building projects encourages variety and distinctiveness of architectural forms that reflect the diversity of the population.
Trams run on run on a grassed central reservation along Vaubanallee. Besides being aesthetically pleasing, this contributes to noise reduction and decreases the amount of impervious surfaces and run-off. Main services are located and scattered along the main spine with open spaces penetrating the heart of the development. Density of buildings is at its highest there and decreases gradually away from it.
With “filtered permeability”, the network geometry favours the active modes of transport and, selectively, “filters out” the car. This is accomplished by reducing the number of streets that run through the neighbourhood. While they are discontinuous for cars, they connect to a network of pedestrian and bike paths which permeate the entire neighbourhood.
Informative Case Study #2
Borneo-Sporenburg, Amsterdam Netherlands Project Description: The masterplan for Borneo-Sporenburg was developed by West 8, a firm specializing in Urban Design and Landscape Architecture. West 8 developed a system of three bridges that connect the islands of Borneo and Sporenburg in Amsterdam. Each Island was given one large mid-rise structure to create a unique relationship between itself and the surrounding programmatic elements. In the development one can find commercial, educational, offices, sporting, restaurants, a mental institution and residential programmes. West 8 developed 2500 low-rise units, and typologies for 3-storey units. Individually they are set apart with different private realms and rooftop terraces, but collectively they act as an animated elevation that balances repetition with variety to create a landmark in Amsterdam
200 ppha 100 dpha 60% Building Footprint 20% Open Space
3-8 Storeys
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Theme Topic
Accessibility
Transportation Facilities & Options
Energy Efficiency Daylight
Sensory Richness Ambience
Land Use
Configuration
Sensory Richness
Engaging Spaces
Accessibility
Transportation Facilities & Options
Safety
Street Layout
Accessibility
Transportation Facilities & Options
Safety
Street Layout
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Indicator
The low-rise terraced houses have internal car ports, the apartment blocks have underground car parks and there is some on-street car parking.
The idea is to drive daylight deep into the volumes of the houses, making smallish spaces appear larger and taking advantage of the water views while maintaining privacy.
The variety of facade designs and materials alone with the imposition of schools, open areas and larger blocks provide discontinuity in the linearity and repetitiveness, making it more stimulating.
To break up the parcels of singleunit homes, dense apartment blocks intrude these strokes and create a more interesting movement both visually and physically. These apartment blocks create diversity and differ in orientation, avoiding monotonous visuals.
It is safe due to the streets always being overlooked, and it is easy to navigate due to the simple linear nature, making it comfortable for both residents and visitors.
Pedestrian paths and bicycle lanes cater well to the public. The peninsulas are connected by 3 bridges. One low bridge was designed for cyclists and the other two are strictly for pedestrians.
Informative Case Study #3
22@Barcelona, Sant Martí Spain 202 ppha
Project Description: The 22@Barcelona project involves the intensification of 200 hectares of industrial land in the centre of Barcelona, encompassing the Poblenou district. It is a good example of how a city can adopt a compact and diverse model to achieve social, economic and environmental sustainability. The 22@ project is connected to the wider metropolitan area via a cultural and economic spine - Diagonal Avenue. It is also well connected via a metro, tram and bus network. The project adopts a high building index through the transformation of industrial areas from a single use to the co-existence of housing, commerce, public amenities and open space. The project is planned at the neighbourhood scale along two prominent axis providing accessibility to city scale public amenities (i.e. universities), economic uses and public open space. Intensification The project is a good example of proposed intensification of single use urban land that harnesses a mixed use to increase the economy and cultural activities within the area. As an indicator of the level of intensification some of the industrial areas are proposed to double their existing building index.
Site: 200ha of industrial land (2,000,000sq/m) or 115 Blocks Potential total GFS: 4,000,000 New business uses: 3,200,000sq/m New greens spaces – 114,000sq/m (10%) Other facilities (i.e. housing, public amenities, etc) – 680,000sq/m Renovation of 4,600 existing dwellings Creation of 4000 social housing units (25% socially rented) Typical Mixed-Use Block along main axis: 120sq/m and comprises: New Roads
Economic Activities 8%
18%
Green Areas 27%
Social Housing 10% Services 4% Public Amenities 33%
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Theme Topic
Accessibility Street Design
Accessibility
Density and mixes of Land use Street Design
Sensory Richness
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Indicator
The Triangle The neighbourhood of Poblenou is well articulated in plan as the city’s main axis connect the area with two other neighbourhoods in a triangular configuration. These main arteries break the grid that allows people to identify with character elements at their nodes or intersections within each neighbourhood.
Accessibility – The Bolivia and Lacuna Axis There are two prominent axis that cross the Poblenou neighbourhood. The building or spaces along them mark their position within the hierarchy of the street network. The Bolivia Axis raises many city scale public amenities (i.e. auditorium, the national theatre, universities). The Lacuna Axis is a north-south axis that is lined with economic uses and connects the neighbourhood with large parks.
Blocks containing civic centres of education, innovative hubs for technologies are associated with public open space and their surrounding blocks are connected to culture of the these civic centres (i.e. universities).
Engaging Spaces
Land Use Flexibility
Pollution Traffic
The proposals of half block plans allow for future intensification and promote flexibility for future change of use due to the permeable block structure. monotonous visuals.
The proposed renewal of this neighbourhood will benefit from a host of public transport facilities connecting the neighbourhood to the city and the wider context. The project aims to ensure 70% of the journeys made within the neighbourhood are by foot or public transport.
Informative Case Study #4
Weiden, Vienna Austria Project Description: The masterplan for Borneo-Sporenburg was developed by West 8, a firm specializing in Urban Design and Landscape Architecture. West 8 developed a system of three bridges that connect the islands of Borneo and Sporenburg in Amsterdam. Each Island was given one large mid-rise structure to create a unique relationship between itself and the surrounding programmatic elements. In the development one can find commercial, educational, offices, sporting, restaurants, a mental institution and residential programmes. West 8 developed 2500 low-rise units, and typologies for 3-storey units. Individually they are set apart with different private realms and rooftop terraces, but collectively they act as an animated elevation that balances repetition with variety to create a landmark in Amsterdam
187 ppha
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Theme Topic
Accessibility
Transportation Facilities & Options
Sensory Richness
Engaging Spaces
Land Use Flexibility
Safety Traffic
Pollution
Health and Wellbeing
Energy Efficiency Renewable Daylight
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Indicator
The low-rise terraced houses have internal car ports, the apartment blocks have underground car parks and there is some on-street car parking.
Cross-Case Study Analysis Theme
Indicators Case Study I Topic I Scale
Resulting Schematic Design Tools Grid Configuration Interpretations Of Open Spaces & Streets
Extensive provision of public transport. Vienna I Traffic I Neighbourhood Well connected green and blue networks. Vienna I Health & Wellbeing I Neighbourhood
Pollution
Key connecting streets are pedestrianised. Borneo I Traffic, Health, Wellbeing I Neighbourhood Extensive public transport and bike routes. 22@ Barcelona I Traffic I Neighbourhood Tram on grass dampens noise pollution. Freiburg I Traffic I Neighbourhood
Mixed use with key services at street/road junctions. Borneo I Diversity, Configuration I Neighbourhood
Land Use
Full blocks & half blocks to allow services to co-exist with dwellings. 22@ Barcelona I Flexibility, Configuration, Diversity I Block Close grain plot to create diversity. Freiburg I Diversity I Neighbourhood Provision of spaces for varied/new uses. Vienna I Flexibility I Neighbourhood
Services and facilities along main axis. Freiburg I Road Network I Neighbourhood/District ‘Play street’ shared surface. Freiburg I Street Design I Block
Accesssibility
Keeping cars on street/voids within buildings/underground. Borneo I Transportation Facilities I Block Separate lanes of different road users. Vienna I Street Design I Neighbourhood/District Regional mass transit network. 22@ Barcelona I Transportation Facilities I Neighbourhood Prominent axis linking public spaces, economic uses along the axis. 22@ Barcelona I Road Network I Neighbourhood
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Land Usage (Mix & Configuration) Transportation Facilities & Networks
Close grain plot – community developed. Freiburg I Global Competitiveness I Block Play street – green spaces. Freiburg I Ambience & Experience I District Change in orientation of buildings. Borneo I Engaging Spaces I Neighbourhood
Sensory Richness
Internal pedestrian network. Borneo I Mobility Through Environment I District Prominent axis – linking public spaces. 22 @ Barcelona I Global Competitiveness I Neighbourhood Separate lanes for different road users. Vienna I Street Design I Neighbourhood/District
Pedestrian friendly streets and active edges all around. Borneo I Street Layout I Neighbourhood 24-hour surveillance of streets with mixed use blocks. 22 @ Barcelona I Surveillance I Block Emphasis on public transport as key form of mobility. Vienna I Traffic I Neighbourhood
Safety
Filtered permiability of streets, with varied uses. Frieburg I Street Layout I Neighbourhood
Public transportation network, well connected to rest of city Vienna I Commuting Distances I Neighbourhood Public transportation network, well connected to rest of city Frieburg I Commuting Distances I Neighbourhood Manipulation of typology according to sun Borneo I Daylight I Block
Energy Efficiency
Detail Case Studies: Interpretation of Open Spaces and Streets POPOS: San Francisco
Coff’s Harbour City
San Farncisco had an issue with the POPOS which was hard to find and even harder to enjoy. Can increase awareness by providing better information, including: directions, activities along the route and clearly defined entrances to space. To increase access need to make the space maintained and provide seating and bathrooms.
Local authority created a classification system to help design:
Two key things to ensure are access and awareness.
-Landscape setting: defines the characteristic of the land that will influence the visitor’s experience. Settings create diversity.
Notion of shared space e.g. allow some residential open space requirement to be satisfied by an arrangement with office developments under which they make their POPOS available to residents after hours for no charge.
Mint Plaza: San Francisco A downtown back alley was transformed into a vibrant public space. Mint plaza uses a simple design to maximise flexibility with movable furniture.
-Function: defines primary purpose, can have secondary functions -Catchment: defines the liekly origins of visitors. Local 400m, district or regional. (i.e. will it attract visitors from across the city?)
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“Pedestrian Paris” Paris
High Line: New York
Tools to enhance street activities and uses:
The High Line is a public park built on an historic freight rail line elevated above the streets on Manhattan’s West Side. It is owned by the City of New York, and maintained and operated by Friends of the High Line The high line has restricted opening hours and is fully wheelchair accessible with 4 over its 1 mile stretch. Provide interest along the route i.e. “23rd street lawn & seating steps” which are particularly popular. Can also create interest with a change in orientation of the route reference the “30th street cutout”
Wider sidewalks, café terraces, benches, greenery, fountains, bike racks, reduce speeds to 20mph (37% of Paris streets are 20mph) “Street sharing acton plan” – shared space, open to all modes of transport under 12mph, pedestrians with highest priority. Buike are allowed to circulate in both directions in every street. “Mixed use street” Key: create a new safer/livable street code to regulate urban mobility behaviours.
Key: Access, highlights places of interest along the route, change in orientation, furniture to allow people to use the space, maintenance.
Detail Case Studies: Grid Configuration Square Blocks: 22@Barcelona
Corner Block: San Francisco
Square blocks (100m²) provide the best flexibility for accommodating a mix of uses such as commercial and residential due to a large amount of internal space.
This multi-use public building hosts a farmers market and a theatre which is marked by a plaza which positions this intersection within the spatial hierarchy of San Francisco.
The Bolivia Axis: 22@ Barcelona
Grid: San Francisco
The neighbourhood axis within the 22@ project, previous mentioned provides a good example of a legible axis that hosts a range of city scale buildings. The project aims to consolidate in establishing the continuity of this axis within the street identity of the Poblenou neighbourhood.
San Francisco’s grid structure breaks the monotony of parallel street forms which help us to orientate ourselves to where we are in the city. The main arterial road that breaks across the grid creates interesting intersections that either mark public spaces or public buildings with plazas associated to them.
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Linking neighbourhoods: Paris Similarly to the 22@Barcelona project, Paris seems to connect neighbourhoods from a central public space (i.e. circus) ensuring that the size of the public space is appropriate to the population that can access it.
The Walkable Neighbourhood: San Francisco San Fransico offers a good sequence of public spaces as people navigate themselves through the grid. The 400m walkable catchment that this study focuses on revels at least one major urban space (Union Square) is within walking distance from the main arterial road hosting all forms of public transport.
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Block Structure: Barcelona A street network with a grid spacing of 100m provides efficient mobility of pedestrian and vehicular movement. Different block sizes are relevant to their proximity to the city centre – generally getting smaller (50-70m²) towards the centre – and should be appropriate to land use. This residential rectangular block (100 x 250m) in Barcelona has its short side to a primary street so that more junctions are created by tertiary streets subdividing the block down the longer side. This block size can help to calm traffic and reduce noise pollution due to the distance between junctions along primary and secondary routes.
Detail Case Studies: Transport Facilities & Networks Salt Lake City, Utah, United States Transportation in Salt Lake City consists of a wide network of roads, an extensive bus system, a light rail system, and a recently introduced commuter rail line. The rapidly growing public transit system has a high number of riders as a result of its integrated transportation infrastructure through urban planning and design. The wide streets have afforded opportunities for light rail installation, the implementation of wider sidewalks, and the creation of bike lanes. Subdivision of large blocks with a network of alleyways and passageways creates a more intimate pedestrian experience. These smaller streets connect to the larger blocks which contain multi-modal auto/bicycle/transit infrastructure.
Curitiba, Brazil Focusing on meeting the transportation needs of all people— rather than those using private automobiles, Curitiba’s bus system is composed of a hierarchical system of services. Minibuses routed through residential neighborhoods feed passengers to conventional buses on circumferential routes around the central city and on inter-district routes. The backbone of the system is composed of the Bus Rapid Transit, operating on the five main arteries leading into the center of the city. Curitiba’s Master Plan encouraged commercial growth along the transport arteries radiating out from the city center Land within two blocks of the transit arteries is zoned for high density but beyond the two blocks, zoned residential densities taper in proportion to distance from transitways.
London London’s overall public transport network is characterised by a well-established rail network complemented by an extensive bus network and a ferry network. These networks are integrated by multimodal stations designed for ease of interchange for high volumes of passengers. Cycle hire scheme is integrated with mainline rail stations and underground stations, supporting modal shift public transport to cycling. At major stations, purpose built bus interchanges have been developed to be within walking distance of the railway and underground stations. These inter-modal hubs are further complemented by services such as restaurants, cash points and supermarkets.
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Bogota, Colombia
Freiburg, Germany
Bogota has benefitted from a new transport policy that prioritized public transport over car infrastructure, and a political and economic context that promoted a dense, transit oriented city.
The southwestern city of Freiburg has been Germany’s leader in sustainable transport and landuse. In Freiburg, transportation planning aims to reduce motorized traffic by means of integrating urban development and transportation planning to achieve a “city of short distances”. The goal is to reduce automobile traffic by increasing use of the more healthy and sustainable modes of transportation, walking, biking and public transit. While it is recognized that use of the automobile is necessary in some circumstances, it is carefully regulated in an environmentally and urban-friendly manner.
The setting up of TransMilenio Bus Rapid Transit (BRT) system in Bogota, Columbia provides the city with an efficient and safe mass transit system that encourages high ridership. The program has been a success due to careful design and planning; use of state-of-the-art technology; sound investment in infrastructure and an efficient single-fare pricing system.
The major design inverventions include installation of “city carpet” (paving throughout the pedestrian zone); bicycle network planning and bike services; public transit design and linking policies; principles for developing new urban neighborhoods and traffic calming details (Wohnstrasse, Verkehrsberuhigung).
Detail Case Studies: Land Use (Mix & Configuration) Borough Market: London The predominant use at ground floor is commercial but the area is still very much mixed use as the majority of the upper levels have residential use. This mix of uses gathers a mix of users, which are mainly attracted to the area by Borough Market. The residents, business people, shopkeepers and market workers coexist with the numerous people and the street environment is transformed by the market every week. The main entrance to Borough Market is Stoney Street. Stoney Street is an interesting city street. because It constantly changes every few metres and on both sides of the street. The street also connects major transport routes like London Bridge Station to main interest attractions like Tate Modern or Thames River.
Mixed use development: Tubingen Mixed-use concepts was a major goal in Tubingen. Varied profiles were developed for the individual areas for mixed use with different qualities. The individual areas include several residential housing typologies and facilities for elderly people, mixed tenure as well as special options for commercial uses. A city farm on the northern edge of the area produces organic food in the adjacent green zone.
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Transport hub: Glasgow
Orientation: Barcelona
The City Centre owes much of its success to its comparative advantages as the hub of the regional transport and communications networks, a high quality environment and the clustering of a wide range of metropolitan services and functions. This clustering of functions in the City Centre confers significant economic benefits, including trading linkages, high and concentrated levels of employment, and a rationale for investment in public transport and other infrastructure.
Cerda wanted housing blocks to be orientated NW-SE to ensure all apartments received sunshine during the day. Each district would be of twenty blocks, containing all the community shops and services, and each block were to have at least 800 square meters of gardens.
There is also an increasing desire to live in other parts of the City Centre, reflecting convenient access to employment, shopping, cultural and educational facilities. Residential conversions and new developments have resulted in the emergence of residential communities in mixed development areas such as the Merchant City.
Over the past few years the city has begun trying to implement Cerdà ’s idea for green public spaces behind the buildings. When a block is vacated because of the relocation of a business, the city takes up the block and redesigns it with parks and open spaces. The ultimate goal is to create one patio-garden for every nine blocks, but its unlikely that so many will become available in the near future.
Detail Case Studies Analysis - Key Indicators
Interpretations Of Open Spaces and Streets
Grid Configuration
Transportation Facilities & Networks
Land Use (Mix & Configuration)
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Block
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Intermediate
B1 Create activities along elevated open spaces to provide legibility.
I1 Create street sharing strategy where pedestrians have priority.
B2 Provide movable furniture in open spaces.
I2 Classification System for design of open spaces: - Function -Catchment -Landscape setting
B3 Mixed use, keeping ground floor predominantly commercial/public use. B4 Vary typologies between mixed use blocks. B5 Create accessible patio gardens within blocks.
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Neighbourhood
N1 Create shared open spaces. N2 Create street sharing strategy where pedestrians have priority. N3 Classification System for design of open spaces: - Function -Catchment -Landscape setting
I3 The corner condition of a building at an intersection should have a focal point or landmark to increase the sense of arrival at a destination.
N4 Breaking the parallel grid to help form major interesctions to consolidate the spatial heirarchy if the city and give a character element to the neighbourhood.
I4 Filtered permeability with passive surveillance.
N5 Integrated multimodal transportation infrastructure.
I5 Walkable distance to transportation facilities, based on catchments relative to pph.
N6 Walkable neighbourhood based on a 400m catchment area from a bus stop within the neighbourhood to public open space. Connecting neighbourhoods via key district opens spaces.
N7 Cluster services and facilities in a central hub.
Assumptions
The brief seeks for quality and creative design solutions in accommodating more uses in a land piece without compromising environmental qualities. With the aim of creating a generic model for a city that can be applied in any site, it is crucial to define what component parts make up a city, and their numeric relationships. Therefore, assumptions of the type and amount of land use required are made and referenced through London’s local planning data and requirements as well as various relevant theories such as Shaping Neighbourhoods, The Plot, Urban Design Compendium 2, and Metric Handbook: Planning & Design Data to serve as a design framework to design on. The design tool we aim to create is a generic model for a city that can be applied for any site in any country. Our first steps in producing this tool were to define what the component parts of a city are, and their numeric relationships. The average amount and size of land use required for each land use at the three levels of densities indicated are determined and calculated by distribution and the catchment population mentioned in the abovementioned literature and/or local policies for each of three densities to be looked into. The fundamental categories of land use required are housing, education, health and community, retail and open spaces. Spreadsheet for the calculation of land use required can be located in the appendix.
House
-Mix of Dwelling Types
Education
-Nursery -Primary School -Secondary School -College
Health and Community -Health Centre -Community Centre -Leisure Centre
Retail
-Local Shop -Pub -Local Centre -District Centre
Open Space
-Pitches, Green & Courts -Play grounds -Informal Play Space
Group 1
ISSUES 1
35
15-24
Demographic Assumptions: Age
25-44
13.48%
35.53%
5-14
11.50%
0-4
7.24%
75+
5.27% 65-74 5.79%
Land Use Assumptions
For land size of 64 hectares
45-64 21.19%
A density of 200 ppha
will require
135 hectares of land use
which, when stacked vertically, requires an average of 2.5 storeys.
A density of 500 ppha
will require
251 hectares of land use
which, when stacked vertically, requires an average of 4 storeys.
A density of 800 ppha
will require
393 hectares of land use
which, when stacked vertically, requires an average of 6.5 storeys.
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Design Development
Design Development
Efficient Grid
Diagonal Axis
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Indicators N1, N2, N5 Scale
A Generic Neighbourhood Form
We decided to adopt a generic neighbourhood layout to be tested at the three different densities. By setting some parametres, we would be able to monitor the impact of intensification on a generic street and block pattern. The area encompassing our neighbourhood is shaded in the diagrams.
Network Hierarchy
The diagonal axis provides key intersections with the north-south and east-west axis of the neighbourhood. The design of these nodes are important for creating engaging spaces through the arrival at public open space or landmark buildings. The primary and secondary arteries are intentionally designed to be wide enough to allow provision for future expansion of the transportation network when demanded in the event of increasing density.
Efficient grid
The grid spacing was based on the most efficient block size for mixing uses (100 x 100m). Square blocks would provide opportunity for diversity and flexibility within the land use. The neighbourhood encompassed an area of 800 x 800m or 64 hectares.
Primary Arterial Route
Secondary Arterial Routes
Diagonal Axis
The diagonal axis that breaks the parallel monotony of the grid is intended to represent a main arterial road linking the neighbourhood to the city centre enhancing the accessibility to city scale uses (i.e. libraries, universities) along this axis. It would also be a main public transport corridor to lower the need for the use of a car and thus improving air quality.
48m
36m
Hierarchy of public transportation infrastructure will be introduced and planned in close relation to the hierachy of transportation networks. Regional mass transit will function along the primary artery to connect cities while neighbourhood public transit will serve neighbourhoods on secondary arteries . The idea is that with the pedestrian-scaled neighbourhood and extensive public transportation infrastructure, a fully integrated multimodal transportation system will then be possible to reduce dependence on private vehicular.
Design Development
Generic Neighbourhood Layout
Building Heights
Density Gradient
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Indicators N6 Scale
Perimeter Block Typology
We adopted a perimeter block typology and a generic neighbourhood layout to be tested under intensification at different densities, 200 and 800 people per hectare. This density range was felt to provide the widest range of information as to the effects of intensification in terms of key environmental qualities: accessibility, land use, sensory richness, safety, pollution and energy efficiency.
Density Gradient
For all densities we adopted the common urban design principle of building high next to main routes due to the street width to building height ratio. The further away from these main routes the average heights of the buildings were lower to compliment the design of the streets and open spaces around the human dimension.
Building Heights
We were able to begin to establish the average building heights for all densities by vertically accommodating the different levels of land use (i.e. open space, residential, commercial, etc.) required within a neighbourhood at all densities. The 200pp/ ha averaged at four storeys for each perimeter block whilst eleven storeys was the average building height for a neighbourhood of 800pp/ha.
average of 4 storeys for 200 ppha
average of 11 storeys for 800 ppha
Major Routes
Neighbourhood Centre
Major Routes
Design Development
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Indicators N6 Scale
Block Typology in Neighbourhood Scale
Each of the three block types, ranging in the level of mixed use down to allocated open space, was determined to consider the diversity of land use and distinct character areas across the neighbourhood. This would help us design for the types of activities within each area of the neighbourhood according to the prominent block type in a location. This also helped us consider transition zones from moving from one block type to the other. For example we would consider neighbourhood blocks in close proximity to the activities of the city blocks and the amenities of the local blocks due to likelihood the neighbourhood block would be largely residential with some community uses. Further elaboration of each block type can be found later in the report.
Block Type A
Higher Density Higher Degree of Mixed Use
Block Type B
Block Type C
Block Type D
Lower Density Lower Degree of Mixed Use
Design Development
Building Heights
Density Gradient
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Indicators N1, N3, I1, I2, I3, I4, I5 Scale
The location of key open spaces and the main pedestrian network at ground floor level will be identical at 200pph to 800pph.
Neighbourhood Level
All blocks are a walkable distance (400m) to transportation facilities which run along the major axis along the neighbourhood. Open spaces will create key nodal points improving the legibility of the walkable neighbourhood and the significance and value of the open spaces. The grid will be manipulated with a change in block orientation to create these nodes. As the density increases from 500 to 800pph a more innovative strategy is required to provide enough open space for the whole population, as it cannot be completely provided at ground floor level.
Intermediate Level
A street sharing strategy will be adopted to provide a more pedestrian friendly environment and to create streets as public open spaces.
Block Level
The road and street network will provide filtered permeability with block design providing passive surveillance and corner conditions of buildings at an intersection should have a focal point or landmark to increase the sense of arrival at a destination.
Design Development
Staggering Skylines
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Indicators I2 Scale
Block Massing on Neighbourhood Scale At a neighbourhood level the numbers of floors required for each block will substantially increase when densities rise from 200pph to 800pph.
This is a concept design in a hypothetical location; however, to test the effect of orientation and daylight we used an arbitrary north point. The level of daylight desired will depend on the eventual environmental location of the city. Assuming our concept model to be in a cooler environment where daylight is generally required to be maximised, testing the physical model in a heliodon raised awareness to the level of shading in streets and open spaces. By manipulating the skyline it is possible to control the level of daylight within certain spaces.
For example, when designing open spaces using design indicator I2 ‘The classification system for the design of open spaces’, under the sub heading of ‘landscape setting’, if the open space is to be public and used at all times of day as urban designers we want to maximise daylight in this space and to do this as a group we staggered the buildings heights along the skyline of the immediate blocks in order to reduce the shadows being cast for as much of the day as possible. Importantly the reverse can also be achieved in areas where shading may be desirable. This is why it is important to implement design indicator I2.
Design Development
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Indicators Scale
Sky Bridges: A Three Dimensional City
The Plus 15
“Skybridges are the way to make our vertical cities more sustainable. Networks of tall buildings have the potential to reduce our total energy consumption by sharing power and facilities between buildings and creating green corridors in the sky, this is not about sticking a few bridges in the sky, this is about building a three-dimensional city, where these zones in the sky become the responsibility of the city.” (Wood, who studied skybridges in his 2003 dissertation and is now the director of the Chicago-based Council on Tall Buildings and Urban Habitat.) http://www. theatlanticcities.com/
The Plus 15 network in Calgary, Canada is also one of the world’s most extensive enclosed pedestrian skywalk system. The +15 system has provided both economic and climatic benefits. Facts -length : 11 miles -Bridges: 62 -The skywalks are approximately 15 feet (~4.5m) above street level -The central core of the system is a series of enclosed shopping centres, and the city’s flagship department stores.
The Minneapolis Skyway System
Skywalk indicators
The Minneapolis Skyway System is a collection of enclosed pedestrian footbridges which connect various buildings which enables people to walk in a climate-controlled environment. Facts -It links 69 full blocks over eleven miles. -It is owned by individual buildings in Minneapolis. -It connects the second and third floors of various office towers to hotels, banks, corporate and government offices, restaurants, retail, and several buildings in the University of Minnesota, University of St. Thomas and Capella University With these layers the city can allow for higher densities.
-Use system of interconnected skybridges to provide three dimensional city space (i.e. public open space) -Use sky bridges to connect key services and facilities – ‘central cores’
Design Development
Perimeter Block
Close Grain Plot
Block Massing
ISSUES 1
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Indicators B4 Scale
Daylight
At higher densities (up to 800pph) the height of the buildings within the perimeter block will affect the amount of daylight available to interior spaces. This is a concept design in a hypothetical location; however, to test the effect of orientation and daylight we used an arbitrary north point. The level of daylight desired to successfully penetrate the interior spaces will depend on the eventual environmental location of the city. Assuming our concept model to be in an environment where daylight required needs to be maximised, a heliodon was used to test the shadows cast by the blocks (from the physical model). This exercise was carried out to see how we could manipulate the buildings to allow more daylight to penetrate into the interior of the block and the interior spaces of the buildings. Result At higher densities (up to 800pph) the buildings need to be more staggered to avoid a huge mass of buildings in one space blocking daylight for a significant part of the day. The staggered nature of the building line reduces the amount of time any single space is cast in shadow, therefore minimising the negative influence of the required increase in building height at the higher densities. At lower densities (200pph) staggered building heights are less crucial however when we consider design indicator B4 ‘Vary typologies between mixed use blocks’ staggered building heights could be used as a design tool to help create this variety.
The photos demonstrate the daylight penetration performance of various building block designs with the use of heliodon for further design developmennt.
Block Type A
Block Type A
House
-Mix of Dwelling Types
Education
-Nursery -Primary School -Secondary School -College
Health and Community -Health Centre -Community Centre -Leisure Centre
Retail
-Local Shop -Pub -Local Centre -District Centre
Open Space
-Pitches, Green & Courts -Play grounds -Informal Play Space
Block Type B
Block Type C
Block Type D
This block type would achieve the average building height according the density and may in some incidences go above the average height (i.e. landmark buildings at nodes). This block type would achieve a very diverse mix of uses comprising retail, office and residential uses. It would be located along main axis and raise city scale uses (i.e. universities) to ensure these public uses are in close proximity to transportation systems. It would be associated with similar
block types accommodating public activities to create engaging spaces which should be complimented by appropriate scales of open space (i.e. piazza/square). Innovative architectural solutions that increase the permeability of this block and create public open space within high density neighbourhoods would have to sought to accommodate the requirement for public open space.
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Block Type B
Block Type A
Block Type B
Block Type C
Block Type D
This block type maybe located along the prominent neighbourhood axis and on the streets easily accessible to the main routes and public transport. This block would achieve a certain degree of diversity in its uses but maybe predominantly characteristic of one (i.e. residential). The blocks proximity to transport facilities and local amenities must be within walking distance (400m or a 15 minute walk). The uses maybe more associated to the neighbourhood such
as local shops, cafes and restaurants to ensure an active public realm within the neighbourhood. The associated open spaces with these blocks may also compliment the character of the neighbourhood (i.e. market squares).
Block Type C
Block Type A
House
-Mix of Dwelling Types
Education
-Nursery -Primary School -Secondary School -College
Health and Community -Health Centre -Community Centre -Leisure Centre
Retail
-Local Shop -Pub -Local Centre -District Centre
Open Space
-Pitches, Green & Courts -Play grounds -Informal Play Space
Block Type B
Block Type C
Block Type D
This block type would most likely be single use, especially within neighbourhoods of lower densities. It maybe sub-divided by small tertiary residential streets and courtyards for shared open space, or be a typical perimeter block enabling private rear gardens in the centre of the block. At higher densities this becomes increasingly unlikely and will more likely accommodate shared open space within the block (i.e. communal gardens).
It is important this block or areas containing this block typology are not sub-divided into precincts of the neighbourhood. Therefore they must be well connected through to the wider street network and uses along the neighbourhood axis and high levels of natural surveillance over their associated streets and open spaces.
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Block Type D
Block Type A
Block Type B
Block Type C
Block Type D
A lower neighbourhood density of 200 people per hectare was easier to accommodate and integrate public open space as a focal point for the design of a neighbourhood. The lower density allowed for greater flexibility in the types of open space that could be provided (i.e. courtyards, plazas, squares, etc). The solution to meeting the required public open space for a neighbourhood of 800 people per hectare
would be require architectural innovation to accommodate open space above grade. It is more likely that the majority of open space above grade would be shared or communal and not fully public. However, the High Line in New York and the sky bridge’s of some winter cities are proved concepts that public space can operate above grade. This was our rationale for the ‘skywalk’ within our *00 people per hectare model.
Conclusion
How do we safeguard and deliver high levels of environmental quality in the context of increasing intensification of land use? Reminding ourselves of the question, identifies what has been learnt from the group discussions at the first stage of this investigation. An understanding that intensification of land use could be indentified through measuring density and intensity was clarified most noticeably in the jump between 200 and 800 people per hectare. Some of the densest blocks within the 800 people per hectare model could have engendered a people density of over 1300. This therefore raised questions over allocated private space which we investigated into the staggered nature of the block design to consider how we might deal with this problem. The methodology was a processes adopted from the start of this investigation, although had to be refined and monitored throughout the process. The monitoring helped us understand more clearly where we had come from and catalogued our findings along the way into stages. For example, through literature reviews that tackled the question, helped us to narrow the scope of our investigation into case studies. Model making was seen by us as a process to design and investigate in three-dimensions. It was felt to be most appropriate for translating our research into concept models. The more detailed case studies consolidated that high levels of environmental quality could be something that is built for and doesn’t rely on user interpretation. The indicators became our design tools and suggested approach for the built actions that could help to safe guard environmental quality. It also allowed us to monitor the effectiveness of each indicator as the density increased. This finally helps us to draw conclusions of the condition of our environmental qualities - listed at the start, within each neighbourhood model.
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Reflective Summary The models for a neighbourhood at the different densities were tested on an initial concept model which set the parameters for intensification with regard to a street network and linking open spaces. This allowed us to test the model at different densities to understand the impact upon these spaces within our neighbourhood as the land use allocation increased. Our final concept model was designed in relation to our key indicators that determined an indication to the level of environmental quality within each scenario: Interpretation of Open Spaces and Streets: Which focused on the design of streets and open spaces at various scales with regard to their location within the neighbourhood. At all scales they should be designed for people. Grid Configuration: Our grid utilised the most flexible pattern though a parallel street network. However, breaking the regulatory pattern could help distinguish a hierarchy in the streets in relation to the activities that they raised. Transportation Facilities and Networks The infrastructures that are in place should reflect the catchment population to which they serve. The higher density would require multi-model transportation facilities to achieve a sustainable model. Land Use (Mix and Configuration) A sustainable model would require a mix in land use to allow people to live near work and recreation. The economic potentials of a mix use would have to
57
be considered as a crucial element to a financially sustainable model. The best block type was identified as a perimeter block for mixing commercial and residential uses. Although at higher densities getting light into the internal environment of these blocks required more detailed block design and orientation. What next‌ This initial research on an investigation into the impact upon environmental quality due to the intensification of land use, adopted a holistic approach which has indentified to us, the key indicators affecting environmental quality. However, more detailed investigations are required into these more generic findings.
For example, the mix of land use in very highly dense neighbourhoods could be an area for investigation, especially with regard to the mix of demographic within residential blocks. How we would design for a five bedroom household at such high densities? The lack of public open space was also an immediate issue at increasing densities and would be equally challenging to establish more intimate public space that serves lower densities. The inclusion of a promenade in the sky of the 800 people per hectare model is an interesting concept and would have to be carefully considered as to the uses along this ‘open space’. How would we then provide mix uses above grade? The solutions to some of the difficulties identified within this investigation for designing for environmental quality at high density would be interesting to test on a specified site. Implementing the strategies obtained within Issues 1 will be translated into future design projects highlight the effectiveness of this investigation.
Bibliography
Text Covered in Literature Review
Andersen, M., Rey, E., & Nault, É. (2013). Early design phase evaluation of urban solar potential: Insights from the analysis of six projects. In 13th International Conference of the International Building Performance Simulation Association (IBPSA) (No. EPFL-CONF-187120). Carmona del Río, F. J., Gómez Escobar, V., Trujillo Carmona, J., Vílchez-Gómez, R., Méndez Sierra, J. A., Rey Gozalo, G., & Barrigón Morillas, J. M. (2011). A Street Categorization Method to Study Urban Noise: The Valladolid (Spain) Study. Environmental Engineering Science, 28(11), 811-8 17. Cowell, R., & Owens, S. (2010). Revisiting... Governing space: planning reform and the politics of sustainability. Environment and planning. C, Government & policy, 28(6), 952. Crowe, T. D. (2000). Crime prevention through environmental design: Applications of architectural design and space management concepts. Butterworth-Heinemann. Degen, M. M., & Rose, G. (2012). The sensory experiencing of urban design: the role of walking and perceptual memory. Urban Studies, 49(15), 3271-3287. Dumbaugh, E., & Rae, R. (2009). Safe urban form: revisiting the relationship between community design and traffic safety. Journal of the American Planning Association, 75(3), 309-329. Ebbensgaard, C. L. (2014). Illuminights: A Sensory Study of Illuminated Urban Environments in Copenhagen. Space and Culture, 1206331213516910. Evans, G., Foord, J., Porta, S., Thwaites, K., Romice, O., & Greaves, M. (2007). The generation of diversity: mixed-use and urban sustainability. Urban Sustainability through Environmental Design. Approaches to timepeople-place responsive urban
spaces, 95-101. Fitzpatrick, T. R., & McCabe, J. (2008). Future challenges for senior center programming to serve younger and more active baby boomers. Activities, Adaptation & Aging, 32(3-4), 198-213. Urban Street Pattern and Pedestrian Traffic Safety., Rifaat Mohammad, S., Tay, R., De Barros, A. Frumkin, H., Frank, L., & Jackson, R. J. (2004). Urban sprawl and public health: Designing, planning, and building for healthy communities. Island Press. Frank, L. D., & Engelke, P. O. (2001). The built environment and human activity patterns: exploring the impacts of urban form on public health. Journal of Planning Literature, 16(2), 202-218. Frumkin, H., Frank, L., & Jackson, R. J. (2004). Urban sprawl and public health: Designing, planning, and building for healthy communities. Island Press. Henshaw, V. (2013). Urban Smellscapes: Understanding and Designing City Smell Environments. Routledge. Hutchinson, B. G. (1974). Principles of urban transport systems planning. Jabareen, Y. R. (2006). Sustainable urban forms their typologies, models, and concepts. Journal of Planning Education and Research, 26(1), 38-52. Krizek, K. J. (2003). Operationalizing neighborhood accessibility for land use-travel behavior research and regional modeling. Journal of Planning Education and Research, 22(3), 270-287. Environment and Planning B: Spatial accessibility to amenities in fractal and nonfractal urban patterns Liu, Y., Song, Y., & Arp, H. P. (2012). Examination of the relationship between urban form and urban eco-efficiency in China. Habitat International, 36(1),
ISSUES 1
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171-177.
design reader. Routledge.
Marshall, J. D., Brauer, M., & Frank, L. D. (2009). Healthy neighborhoods: walkability and air pollution. Environmental Health Perspectives, 117(11), 1752.
Gehl, J. (2010). Cities for people. Island Press.
McNally, K. (2010). Design Guidelines for Walkable Communities. Ohio, United State: Niehoff Studio.
Tarbatt, J., (2012) The Plot: Designing Diversity in the Built Environment: a manual for architects and urban designers, RIBA
Meyer, L. H., Park, H. S., Grenot-Scheyer, M., Schwartz, I., & Harry, B. (1998). Participatory research approaches for the study of the social relationships of children and youth. Making friends: The influences of culture and development, 3-29. Newton, P., & Newman, P. (2013). The geography of solar photovoltaics (PV) and a new low carbon urban transition theory. Sustainability, 5(6), 25372556. Olesen, M., Vestergaard, M. Q. H., Helmer, P. F., & Herning, K. The Act of Walking: Exemplifying Danish Pedestrian Culture. Shim, G. E., Rhee, S. M., Ahn, K. H., & Chung, S. B. (2006). The relationship between the characteristics of transportation energy consumption and urban form. The Annals of Regional Science, 40(2), 351-367. Tiwari, R., Cervero, R., & Schipper, L. (2011). Driving CO< sub> 2</sub> reduction by Integrating Transport and Urban Design strategies. Cities, 28(5), 394-405.
Urban Design Theory Literature
Barton, H., Grant, M., & Guise, R. (2002). Shaping neighbourhoods for health, sustainability and vitality. Routledge. Carmona, M., & Tiesdell, S. (Eds.). (2007). Urban
Gehl, J. (2007). Public spaces for a changing public life (pp. 3-10). Taylor and Francis, Abingdon, Oxon.
Key Case Study Documents
Edition—Role, S. U. I. V. (2009). Model for Complete Mobility. Siemens AG, Erlangen. Hoppenbrouwer, E., & Louw, E. (2005). Mixed-use development: Theory and practice in Amsterdam’s Eastern Docklands. European Planning Studies, 13(7), 967-983. Pairolero, J. (2013). Barcelona, The New Districts: 1992 Olympics, 2004 Forum of Cultures, & 22@ BCN. Vauban, Freiburg, Germany Delivering better places: Visual Case Study 7, Architecture & Design Scotland 2011
‘Land Use Assumptions’ Literature
Barton, H., Grant, M., & Guise, R. (2002). Shaping neighbourhoods for health, sustainability and vitality. Routledge. Delivering quality places: Urban Design compendium 2, Second Edition Tarbatt, J., (2012) The Plot: Designing Diversity in the Built Environment: a manual for architects and urban designers, RIBA The London Plan & London Housing Design Guidelines Tutt, P., & Adler, D. (Eds.). (1979). New metric handbook (Vol. 18). Architectural Press.
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Figure References Figure numbers in chronological order.
Barcelona Case Study
Freiburg Case Study
http://www.22barcelona.com/documentacio/ Dossier22@/Dossier22@English_p.pdf
http://www.ice.org.uk/ICE_Web_Portal/media/newecomms/freiburg6.jpg http://www.presseurop.eu/files/images/article/ Vauban-Schoenen.jpg?1246374433 http://brownflynn.files.wordpress.com/2009/05/ germany.jpg http://2.bp.blogspot.com/-BaeOA89KBDA/ TxmHq52eBvI/AAAAAAAAB30/KFTclPJWwCo/s1600/ Vauban+Freiburg9823.jpg http://3.bp.blogspot.com/_L_KOKt6Ri6k/ THRp1QmzIMI/AAAAAAAAAKk/wlSYsW93pJ4/s1600/ vauban.jpg http://upload.wikimedia.org/wikipedia/ commons/8/8b/Freiburg_-_Vauban.jpg http://streetswiki.wikispaces.com/file/view/ freiburg-061218_408.jpg/130104599/277x203/ freiburg-061218_408.jpg http://www.wikimobi.nl/wiki/images/5/55/Vauban.jpg http://gesang-freiburg.de/images/karte_vauban.gif http://upload.wikimedia.org/wikipedia/ commons/8/85/VaubanTraficNetwork-Schematic.png
Borneo Case Study
http://4.bp.blogspot.com/_1m8YQm3iQ6A/ R99CqqHw_2I/AAAAAAAAAJI/1-u2Ch7tVFA/s1600-h/ IMG_6913.jpg http://farm5.staticflickr.com/4080/4916033874_1047 0a2566_o.jpg http://www.archello.com/sites/default/files/ imagecache/media_image/story/media/1_341.jpg http://webarchive.nationalarchives.gov. uk/20110118095356/http://www.cabe.org.uk/files/ imagecache/csLarge/case-studies/node/7200/edit/ borneo-006.jpg http://www.viewpictures.co.uk/ImageThumbs/ HE109-6/3/HE109-6_KNSMEILAND_AND_ BORNEOSPORENBURG_AMSTERDAM_NETHERLANDS. jpg http://www.tocci.com/wp-content/uploads/2013/03/ facades_street2.jpeg http://www.archello.com/sites/default/files/ imagecache/header_detail_large/story/media/4_281. jpg http://sigitkusumawijaya.files.wordpress. com/2011/02/img_0011a1.jpg?w=400&h=323 http://www-tc.pbs.org/e2/images/press/design/ Borneo_Sporenburg.jpg http://www.archnewsnow.com/features/images/ Feature0090_02x.jpg http://4.bp.blogspot.com/_er0nmcUnXxc/S8OhYF5UwI/AAAAAAAAACc/GGDySc6KWdo/s1600/ amsterdam2.jpg http://farm6.static.flickr.com/5177/5466041832_ d8406a4570_m.jpg
Vienna
http://upload.wikimedia.org/wikipedia/commons/a/ a1/4trams_vienna.jpg http://img155.imageshack.us/img155/1557/51ac8.jpg http://athome-network.com/images/bv_wienna.jpg http://athome-network.com/images/rs_wienna.jpg http://img249.imageshack.us/img249/9161/05qx3.jpg http://img266.imageshack.us/img266/7178/01oz5.jpg http://img481.imageshack.us/img481/1293/34oq0.jpg http://img413.imageshack.us/img413/1310/13ap8.jpg http://img413.imageshack.us/img413/4089/12sv6.jpg
Detailed Case Studies Page 1
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ISSUES 1
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Detailed Case Study Summary Figure numbers in chronological order. http://sf.streetsblog.org/wp-content/ uploads/2009/01_22/343_Sansome.jpg http://coffshardwoods.com.au/wp-content/ uploads/giidany-miilarl-4.jpg http://pgoh13.com/montorgueil_street.jpg http://jessicarobinthomas.files.wordpress. com/2011/10/new-york-high-line2.jpg http://image.architonic.com/imgArc/ project-1/4/5204904/CMG-landscapearchitecture-Mint-Plaza-06.jpg
https://www.google.co.uk/maps https://www.google.co.uk/maps https://www.google.co.uk/maps https://www.google.co.uk/maps https://www.google.co.uk/maps By Author By Author
http://www.urbanrail.net/am/salt/ SaltLakeCentral-08.JPG http://www.reclaimingmyfuture.com/ wp-content/uploads/2011/12/dr_ a635c55ac0cf8cb95143cf44b405a161.jpg http://www.streetsblog.org/wp-content/ uploads/2006/10b/bogota_plaza.jpg http://static.panoramio.com/photos/ large/78457273.jpg http://static.theurbn.com/wp-content/ uploads/2011/11/JoelRocha_SMCS-616x400.jpg
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Group 1
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Themes from group discussion The urban design masters group devised a list of environmental qualities that would relate to the quality of the environment or neighbourhood in which we live
Environmental quality
Intensification
1.Health (physical mental)
1.Mix of land uses such as health,commercial,retail,recreational,residential and educational
2.Responsive to local attributes and resources 3.Natural and urban elements provides/ offers contrasting experiences to people
2.Open spaces 3.Variety of residential units
4.Air quality
4.Provision of agriculture
5.Access to sunlight and daylight
5.Places of woship
6.Noise pollution
6.Transport hub
7.Safety (actual perception)
7.Leisure and recreational
8.Efficient and environmental friendly movement system
8.Educational facilities
9.Maintain bio-diversity 10.Place identity 11.Energy efficiency 12.Access to employment opportunity 13.Range of built forms to accommodate a range of people that alter over time 14.Food production/security 15.The need to accommodate different cultural socio-economy groups (demographic diversity)
9.Security and policing 10.Public spaces 11.Industrial/production centres 12.Cultural art spaces 13.Civic spaces
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Appendix - Land Use Budge Calculation
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Appendix - Themes/Topics Literature review
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Informative Case Study #5
(High Density city with major issues - not considered successful, therefore not included in cross case study analysis of main text)
Kotwali Thana, Dhaka Bangladesh Project Description: Kotwali Thana,Dhaka Bangladesh (Highest population in district level at Dhaka) Dhaka Population Density : 800+ ppha (40% more than Hong Kong Population) Dwellings : High percentages of slum in rural area and less developed suburban Dhaka is a hyper density country, it is one of the largest urban area and among the most populous city in the world but unfortunately,it is least economically productive compare to others.Around 30% of the population lives in miserable conditions,with very poor access to transport services.There are only 2.15 km of road is available for 10,000 population and pavement space available only 0.015 sq.km. The city is overcrowding,polluted,and not really comfortable to live in.
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Theme Topic
Accessibility
Transportation Facilities & Options
Sensory Richness
Ambience & Experience
Land Use Diversity
Pollution
Traffic Street Layout Health
Pollution
Health and Wellbeing Traffic
Energy Efficiency daylight
Indicator
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Informative Case Study #6 (High Density not considered in cross case study analysis of main text)
North Point Hong Kong Density: 800pp/ha (appx.) Density of High Rise Block: 1300pp/ha Typical Building Heights: 20-25 storeys Main Road widths: 25m Intensity The area of North Point in Hong Kong is one of the highest density areas in the city. Some of the tower block (20-25 storeys) are very high intensity meaning that some areas of North Point have a density of 1300 people per hectare. Demarcation The study area is physically demarcated from other neighbourhoods due to the road system and privately owned land that cuts off connections from pedestrian areas to public space. Therefore, north point doesnâ&#x20AC;&#x2122;t host a strong walkable neighbourhood. Strategies The government strategy is to improve access to public transport and remove the reliance on the car through a series of developments, pedestrian crossings, underpasses and elevated walkways. A new development along the waterfront that comprises a promenade to provide 15 000m² of public open space will aim to be accessed from the major transport nodes and major residential complexes.
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Appendix: Case Studies
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Appendix: Case Studies
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Appendix: Case Studies
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Design Sketches
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