Networks of green open space in dense urban areas

NETWORKS OF GREEN OPEN SPACE IN DENSE URBAN AREAS

Rethinking Picnicking in Urban Areas using the North Harbour as a Case Study A Spatial Proposition for Green Open Space Networks in reply to the discussion paper “Camping, Caravanning and Picnicking Sites on the Maltese Islands.”

Created by: DAWRA-MADWARNA Connecting People - Connecting Places Nina Hattingh, Sarah Scheiber, Faye Sciberras, Rachael Marie Scicluna Malta, March 2021

CONTENT #1 Intro 05 #2 The Maltese Context 10 #3 The Value of Open Spaces 15 #4 The Proposal: A Spatial Strategy for Green Open Space Networks

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#5 Typological Interventions 57 #6 Way Forward: A Systems-based Approach to Infrastructure

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#1

INTRO Recreational areas can have multiple functions in our modern society. Rapid urban and economic development may have side-lined leisure activities within one’s neighbourhood due to lack of such spaces but also because the Maltese have shifted towards a car-centric society. Hence, this proposal through the reimagination of the existing built environment is seeking to promote sociality, walkability, circular economy, green infrastructure and nature-based solutions. Hence, in the context of this proposal recreational areas will aim to have a socio-cultural, well-being, economic and sustainable function by: ● ● ●

Connecting people through local and affordable practices.

Creating financially sustainable jobs through culinary-based services and the creative sector.

Promoting walkability and alternative transportation.

● ● ●

Improving the area’s environment and its heritage.

Adding amenity and leisure facilities.

Enhancing natural capital through the usage of existing ecosystems and green infrastructure.

The above six goals and their supporting actions aim to address the United Nations Agenda of the 2030 Sustainable Development Goals (SDG), especially SDG 11 Sustainable Cities and Communities 6. This proposal advocates that the adequate planning and design of public open spaces within urban areas have the potential to provide for recreation and to solidify the concept of infrastructure as an enabler of social cohesion, integration, wellness, and safety. Having an aesthetically pleasing environment further addresses issues related to safety, physical and mental health matters and also provides economic benefits for businesses, home owners and visitors alike.

A vision for the urban has never been as important. According to Kristie Daniel, Director of the Liveable Cities Program, “More than half of the world’s inhabitants live in cities and this migration trend is expected to continue. By 2050 more than two-thirds of the world will be urban dwellers.” 6 Hence, a state-led intervention in Public Space is timely in Malta as the young nation-state is experiencing similar stressors steered by rapid economic growth which is causing demographic, social and infrastructural transformations. Thus, this proposition is bringing together all these evidence-based and social indicators in its logic and seeks to address them from a strategic and systems-based approach to design. Hence, it will provide a series of connected pockets of recreational areas and amenities. These will contribute to the challenges faced by urban areas such as: unsustainable mobility patterns, flooding, poor air quality, carbon emissions, and social exclusion.

Such planning strategic methodologies for open space networks are not new, but are

being implemented by leading cities such as Malmö, Zurich and most recently Paris. This recent planning intervention is focusing on the management of public space in cities and its improvement as seen in the agenda for city authorities from Barcelona, to Birmingham to Berlin.

This demonstrates the importance of green open space networks as an essential ingredient in urban contexts. The sister concept of green infrastructure (GI) is being advocated as a nature-based approach with the potential to address urban challenges, including climate change. The inclusion of a series of connected urban green and open pockets can be directly linked to a healthy ecological system whose benefits range from heat and flood mitigation to better air quality 8 2 4 12 11. The concept of GI differs from other open space planning models, because it attempts to integrate ecological and social values together with other land use values. It is seen as one of the more effective planning approaches in working towards sustainable and resilient urban areas.

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#1 INTRO

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#2

THE MALTESE CONTEXT

+ High Population Densities

+ Dense Urban Fabrics

High Amount of Vehicular Trips

WHAT IS THE ISSUE? Local urban planner Scheiber 22 argues, that Malta needs to adopt a green infrastructure planning approach which will be integral to our green open space networks. Balzan et al. 3 also advocate the need for “landscape and urban planning which promotes the availability of green infrastructure in urban areas for their important contribution of these to human well-being.”

This is of no surprise as Malta continues to have ever increasing overbearing car traffic and congestion in our urban environments. Up until the late 1990s, children and older people could safely spend time outdoors in streets.

The shift towards traffic management and pedestrianisation initiatives aimed at reducing the impact of cars in town centres is, therefore, crucial. Now, Malta has best practices of these initiatives such as the public realm in Valletta and Bisazza street in Sliema. Both were once congested with traffic. Today, citizens can benefit as they can leisurely shop

and linger, while boosting the local economy.

Another quintessential initiative is that of the 2020 ‘Slow Streets’ proposal by the Local Councils Association aimed at creating space for people.

Congestion and car dominated environments lead to poor quality urban areas, decreasing their competitiveness despite investment in regeneration and redevelopment projects, thus, questioning their sustainability. This also puts pressure on rural and outlying areas for development as people try to move away from heavily congested areas. Such population shifts further increases traffic flows creating a vicious circle of unsustainable development in Malta. It also puts strain on natural environments and creates peak travel demands as recreational areas are sought away from urban areas during the weekends. This is due to the lack of recreational areas within urban areas themselves.

+ Traffic Congestion

Poor mental & physical health

Lack of Recreational Areas

Unsustainable development

The rethinking of infrastructure needs to move away from the traditional understanding of road building or widening and parking provision. Investment in infrastructure is positive, but only if it takes a modern and systems-based approach as stated at the outset. Densification has its own positives if well thought through. Land in Malta is scarce, hence, it is of utmost importance to make good use of proximities while enhancing connectedness with alternative modes of transportation. Good quality of life and the health of our society ought to remain the central protagonists of good infrastructure since it is ultimately a big part of our national common good. For example, the North Harbour with its high population densities, dense urban fabric and high vehicular trip generation is symptomatic of such dynamics and issues resulting in a lack of recreational open spaces and poor quality urban environments overall. Such population growth dynamics coupled with car dependence as the sole

Lack of competitiveness

form of mobility, means that dense urban areas such as those within the North Harbour Region cannot cope. No amount of road building will satisfy the traffic flows we experience unless we want to demolish and sacrifice the urban environment.

Densification per se can be seen as positive, however without the appropriate infrastructure & management this results in unsustainable development patterns.

#2 THE MALTESE CONTEXT

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National Transport Strategy & Masterplan 25

HOW CAN WE ADDRESS THIS? A transport strategy which promotes quality of life through car reduction within our inner urban areas is definitely the way forward. In 2016, the National Transport Strategy (NTS) and National Transport Masterplan (NTMP) already advocated for such an initiative 25.

Such an approach however, should be embedded in a larger system aimed at achieving a high quality network of open spaces that would allow easy access primarily on foot to amenities and services without the need for a car while increasing the provision of recreational areas.

Upgrading the standards of our open spaces as a means to improving the quality of urban areas moves beyond the pedestrianisation of individual spaces. If we think in terms of a network of green open spaces or even urban green infrastructures, then open spaces can play a crucial role in providing recreation for social activities such as ‘picnicking’ and contribute towards other urban challenges.

A Strategy for a Network of Green Open Spaces If we think in terms of a network of green open spaces or urban green infrastructure, then there is the potential to address urban challenges like: - adapting to climate change - reducing emissions - social exclusion - unsustainable mobility - poor air quality - generating a local economy

#2 THE MALTESE CONTEXT

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#3

THE VALUE OF OPEN SPACES

“An inclusively designed built environment means planning, designing, building and managing places that work better for everybody – whether that place is a school, office, park, street, care home, bus route or train station.” 7

THE BENEFITS OF OPEN SPACES IN URBAN AREAS Putting people at the centre of design is what will eventually lead to inclusive and functional spaces. Ultimately, infrastructure needs to address the ecosystem in its totality. To do so, is to understand the needs of people and the environment in relation to each other. A part of this solution is to design good quality open spaces which are planned and designed such that they contribute to sustainable development. A decadent public environment contributes highly to a widespread dissatisfaction with urban life and leads to unsafe environments for people, especially older people, individuals with disabilities, ethnic and religious minorities, women and children. In some cases leading to vandalism and social problems associated with social unrest. In addition, shabby, badly maintained public spaces also impact negatively the market value of a neighbourhood and property prices.

More recently, the Design Council 7, in the UK, has shifted towards the modern approach of inclusive design which is advocating for urban environments to be more welcoming, sensitive to people’s needs and generally to promote integration through independence

and choice. They advocate that this inclusive design approach matters because it will address the needs of an ageing population while reducing the annual costs of injuries brought about by falls of older people or people with long-term disabilities especially as disability rights improve and urge independence. Such a modern stance aims to foster stronger communities, economic growth, regulation and the professionalisation of the planning and design industry. Other generic benefits are physical and mental wellness; reduction of crime; enjoyment of an inclusive social environment; connecting in between spaces; and respecting nature through a healthy ecosystem.

We, therefore, need to think in terms of creating inclusive and culturally-sensitive ‘places’. For this it is essential that the approach considers not only the physical and environmental aspects but also the social and political economic dimensions of public space.

If all dimensions are considered and inform the planning and design processes, then open public spaces have the potential to contribute to the benefits listed overleaf. #3 THE VALUE OF OPEN SPACES

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Reducing urban heat island effect (save energy)

Sustainable travel modes (save investing in infrastructure)

Reduce flooding impacts

Increase in Real Estate Value

ECONOMIC BENEFITS

Improving air quality

Meet targets to reduce emissions

ENVIRONMENTAL BENEFITS

Reducing noise pollution

Improving microclimates

Habitats for ecosystems & biodiversity

Commercial, Tourism & Local Regeneration Value

Opportunities for local food production Enhance productivity

Recreational areas improve quality of life (well-being)

SOCIAL BENEFITS

Safety & security in public urban areas

Support social interaction & promote social cohesion

Physical health through active lifestyles

Mental health through access to nature

#3 THE VALUE OF OPEN SPACES

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WHAT DO WE KNOW ABOUT MALTA’S OPEN SPACES? Scheiber (2019) provides a strategic evidence base for whether urban public open spaces in the Maltese conurbation are providing such benefits. Design principles were identified, specific to the Maltese context, which could be targeted so as to improve the potential environmental, social and economic benefits.

The average or poor design of factors such as: paths of appropriate widths; climatic comfort; relationship between building and open spaces; and impact of vehicles is hindering the potential for open spaces to facilitate healthy and active lifestyles or to provide for social interaction, cohesion and wellbeing.

“Urban open spaces in Malta are lacking in their potential contribution to sustainable development.”

Scheiber (2019)

Road P

Isolated Public Open Space

P Road Typical section (Scheiber, 2019)

Public spaces isolated due to road carriagways and parking (Scheiber, 2019)

A Survey of 42 Open Spaces in Malta showed:

90 % 53 % 46 % 43 % 48 %

of surveyed spaces had 3/4 or all edges bound by roads rated as ‘poor’ or ‘very poor’ for pedestrian infrastructure had footpaths < 1.2m wide were not designed to walk through had no seating or vegetation

Data source: Physical Surveys 42 Existing Open Spaces (Scheiber, 2019)

Example of urban space allocation in the centre of Birkirkara, Malta (Attard, 2019)

Photo credit: Steve Zammit Lupi (2018)

“With rapid urban and economic development Malta experienced heavy investment into infrastructure for the car, and this has left the islands with unsafe and uncomfortable environments for those outside it.” (Attard, 2019) #3 THE VALUE OF OPEN SPACES

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WHAT DO WE KNOW ABOUT MALTA’S OPEN SPACES? The lack of vegetation in Malta’s urban open spaces is reducing opportunities to mitigate air and noise pollution while vehicular oriented design of open spaces impacts the use of sustainable transport modes such as walking, cycling or public transport which, in themselves, could contribute towards reducing air and noise pollution (Scheiber, 2019).

“Urban open spaces within the Maltese conurbation were found to be extremely limited in the play & recreational value they provide.”

(Scheiber, 2019)

The Survey of 42 Open Spaces in Malta further showed:

73 % 60 % 56 %

of surveyed spaces lacked storm water management had < 30% soil / vegetation had minimal or no shaded areas

Data source: Physical Surveys 42 Existing Open Spaces (Scheiber, 2019)

“Sustainable water management is hindered due to the lack of vegetation as well as solutions which allow storm water infiltration, storage and re-use.”

(Scheiber, 2019)

#3 THE VALUE OF OPEN SPACES

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WHAT ARE THE USERS SAYING? Citizens are willing to contribute to a better environment (ERA, 2020) Data source: 600 telephone interviews

61%

of interviewed people are willing to forgo parking spaces for more public spaces

79% 81%

are ready to make a lifestyle change for a better environment

are willing not to drive through certain roads for cleaner air

Streets, Stress and Society: The Impacts of Transport and the Urban Environment on the Population’s Mental Well-being (Scerri & Attard, 2019) Data source: 260 questionnaire responses using Birkirkara as a case study “Images related to the transport environment with busy road junctions and bland street environments were deemed as the most stressful by respondents.” (Scerri & Attard, 2019)

vs

“Respondents deemed photos which included greenery and green spaces to be the least stressful, followed by urban streets with fewer green features and some interesting urban design” (Scerri & Attard, 2019)

User views about urban open spaces (Scheiber, 2021) Data source: 127 respondents, online survey

LIKE

20%

Trees / greenery Peaceful / silent / tranquil Fresh air

16%

Nature / wilderness

21% 21%

12% Views of the sea

DISLIKE 48%

Lack of cleanliness / maintenance

16%

Too much traffic / roads around them

12% Too crowded 7% Too noisy 7% No shade

MISSING QUALITIES 30%

Green / trees / nature

20%

Cleanliness / maintenance

17%

Not enough / too small

6% Shade

MISSING ACTIVITIES 13%

Cycling / Biking / Skating / Rollerblading

11% Training / jogging / long walks 7% Picnics (close to home) 5% Ball play 4% Reading in peace #3 THE VALUE OF OPEN SPACES

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PEDESTRIAN EXPERIENCE What pedestrians say about their walking experiences (Cañas, 2020) Data source: Participatory Research through Social Media and Messaging Platforms. Data based on more than 50 pedestrians who shared over 250 experiences including 358 observations

Percentage of pedestrian experiences (n=266) (Cañas, 2020)

Percentage of pedestrian experiences, both positive & negative (n=266) (Cañas, 2020)

Photographs illustrating the pedestrian experiences (Cañas, 2020)

Percentage of most cited elements and characteristics of the walkable environment by experiences (n=358) (Cañas, 2020)

CYCLING IN MALTA Cycling and shared bicycle use in Malta (Maas et al., 2020, 2021) Data source: Trip data over the period of a year (April 2018 – March 2019), provided by the operator of the bicycle sharing system, Nextbike Malta.

Data source: Survey with 128 users of the bicycle sharing system in Malta

Maas at al. (2021) found that ‘Providing more cycle lanes or paths’ was the factor that received the strongest positive response in Malta when respondents were asked what would encourage more cycling and shared bicycle use.

“Analysis of the spatial factors influencing shared bicycle use in Malta shows the majority of shared bicycle use takes place in the Northern Harbour area, with the top 5 most intensely used stations are all located in that area, at or near the promenade.” (Maas et al., 2020)

Images illustrating the flows between stations used as origin (O) and destination (D) (Maas et al., 2020) #3 THE VALUE OF OPEN SPACES

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WHAT’S TRENDING? Malta is not alone in experiencing such problems. The flight away from urban areas and increasing car traffic congestion have been common problems of urban growth throughout cities in Europe. Amongst the strategies used, investment in public spaces and ensuring high quality pedestrian environments and connections have been crucial to reducing car travel and the revitalisation of urban areas and

boosting their image and attractiveness, both as places to visit and spend time but also as residential areas. This can be seen in the importance being given to open space strategies and frameworks as part of planning systems and city visions. Investing in the network and quality of open spaces, both places and streets, is therefore an important strategy to addressing urban challenges.

Example: Champs Elysees, Paris - Plans to reduce car lanes and add more greenery and space for pedestrians

#3 THE VALUE OF OPEN SPACES

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LOCAL CASE STUDIES Regeneration - increasing social and commercial value through investment in public spaces

Valletta Freedom Square

Dock 1- Cospicua

#3 THE VALUE OF OPEN SPACES

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LOCAL CASE STUDIES Regeneration - increasing social and commercial value through investment in public spaces

Valletta Waterfront

Bisazza Street, Sliema

#3 THE VALUE OF OPEN SPACES

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INTERNATIONAL CASE STUDIES Investment in public spaces local regeneration, attractiveness, local economy, mitigating & adapting to climate change

Liverpool Planning, design and delivery of new routes and public spaces as a catalyst for regeneration

Locations for events & activites Gateway reworked to improve public realm

Removal of flyover

Pedestrian link Garden spill out

New buildings through flyover removal

Exterior gallery through flyover removal

Garden spill out into street

Improved pedestrian crossing

Transitional space

Improve pedestrian environment for bus station

Seoul Cheonggyecheon River Regeneration

Before removal of flyover

After regeneration of river

Barcelona Neighbourhood regeneration through public space renewal program

Balancing space allocation for pedestrians and vehicles

Creating space for informal seating - watching the world

Introducing underground public car parks to shift surface parking and create informal recreational areas #3 THE VALUE OF OPEN SPACES

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#4

THE PROPOSAL A SPATIAL STRATEGY FOR A GREEN OPEN SPACE NETWORK

WHY A STRATEGIC APPROACH? WHAT IS THE OPPORTUNITY? In seeking to provide recreational spaces within our urban areas, a strategy for a network of green open spaces would therefore be an important planning tool. The strategy would be a means to understand the supply and demand for open spaces, identify deficiencies and strategic connections, secure new provision and improve quality. Such a strategy would also be essential in prioritising and planning resources; understanding the objectives and benefits and creating awareness on the value of open space and making a case for securing funding. It would also enable the value of interventions to be understood as part of the wider context. If projects form part of a strategic vision, through a number of small operations, a larger target can be achieved.

Additionally, having a strategic vision advocates transparency. This facilitates and encourages civil society and the private sector involvement.

This could be crucial to stimulating investment and generating activities which support a local economy.

With space being finite and the feeling that there just isn’t enough space in urban areas what are the opportunities to do this? Where road infrastructure is a barrier between towns, one cannot easily walk between town centres or between areas within the same town, despite the short distances. Isolated traffic solutions lead to left over spaces or green buffer zones which are costly to maintain and do not provide additional recreational or economic value.

There is therefore a direct relation between the quality of open spaces and traffic infrastructure and the opportunity lies first and foremost in adopting an integrated approach to transport and open space. Having said that, for the purposes of this submission, let us start by focusing on and visualising what could be if we had to adopt a more balanced approach to providing for the car in our urban areas.

What would be the opportunities for picnicking as a form of recreation in our urban areas?

“A strategic vision: ...promotes transparency, thus facilitating the involvement of citizens, private industry and stimulates collaborations ...envisages the potential for investment in a new form of public infrastructure ...allows a larger target to be achieved, through a number of small operations”

Spatial Strategy for a Green Space Network

Adressing urban challenges & Creation of recreational areas Intelligent Planning

Contribute towards Sustainable development #4 THE PROPOSAL

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Informal picnic & social gathering

Informal picnic during walk

Formal picnic & family outing

Informal snack on playground

Informal picnic & romantic date

Informal picnic in lunch break

WHAT IS THE VISION? The public consultation call for identifying recreational areas includes the North Harbour area. The reference to picnicking activities is particularly relevant for such urban areas. This is therefore being seen as an opportunity to put forward a spatial proposition which advocates the importance of a strategic approach for the planning of green open space networks within our urban areas.

This proposition identifies the opportunity to RETHINK PICNICKING, for the provision of recreational areas within the urban conurbation, as a means of contributing towards more sustainable development patterns.

#4 THE PROPOSAL

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“Picnics symbolise quality time with the people I am close to. They bring me back to simplicity, allowing a reconnection with nature.”

“A large mat, snacks, water and drinks, hot water in a thermos for tea and coffee in a picnic cooler and going somewhere under a tree.”

RETHINKING PICNICKING A picnic, in the classic sense, is a meal taken outdoors (al fresco) as part of an excursion – ideally in scenic surroundings, such as a park, natural or coastal areas, or other place affording an interesting view, or else in conjunction with a public event such as preceding an open-air theater performance.

In Malta, summer time barbeques or meet ups can also be considered a typical form of picnicking.

Picnicking can be grouped into two categories: - Picnicking as a recreational activity in itself - Picnicking in relation to other activities A typical picnic, is generally a planned day or half-day excursion which can be seen as a recreational activity in itself.

Alongside this are those incidental and spontaneous forms of picnicking which happen in relation to other activities. Here we may think of lunch breaks; a quick rest/snack when out

on a walk; a quick snack in the playground or in between activities.

Picnics of both categories occur in both formal and informal settings.

Formal are those picnics which happen in areas identified as such, where picnic benches are provided or the space allows for portable tables and chairs to be set up, or blankets to be laid out in a formal picnic sense.

Informal picnics on the other hand can take in any location where it is possible to sit in a pleasant environment and spend some time having a snack, pausing for a moment and enjoying the surroundings.

This spatial proposal indentifies the potential for the different type of picnicking categories and how these can be provided for in different types of open spaces present or potentially present in Malta’s urban conurbation, taking the North Harbour area as a case study. #4 THE PROPOSAL

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WHAT ARE THE GUIDING PRINCIPLES OF THE APPROACH? Based on research specific to the Maltese context 1 5 14 15 19 20 21 22 23 a number of principles have been identified which we advocate should guide the development of green open space networks in Malta.

only accessible by car. ● The closer we live to recreational and leisure areas, the less we need to travel and the more viable walking and using public transport is.

Principle 1: Creating recreational areas within urban areas

Principle 2:Thinking in terms of a network and ensuring connectivity

● A high quality living environment is dependent on quality public spaces such as play areas in residential areas; promenades and streets for leisurely walking or urban squares for relaxing and socialising in town centres. ● Such spaces need to be made accessible for all through sustainable transport modes (walking, cycling, public and shared transport) if we are to move towards sustainable development ● Currently population groups who do not drive are automatically excluded from using many of the recreational areas which are

● The transformation of public spaces needs to consider the whole network so as to ensure connectivity and make it indeed possible to use sustainable travel modes when travelling within urban areas to reach recreational areas. ● Walking and cycling are important transportation modes which need to be facilitated where possible as this can reduce many short car trips. They are also a key part of using a public transport system which is currently the main public transport service in Malta. ● It is not only a network of bus routes

which needs to be provided, or the capacity of such routes, but also improving the physical quality of the streets which we use for accessing the public transport system from our residences or when arriving at our destination. ● The design of streets and the public realm in general, therefore needs to provide for pedestrians and cyclists if we want to encourage the use of public transport, walking or cycling as realistic alternative transportation modes to the car. ● Last mile options such as bike sharing and electric scooters have also been introduced. These also depend on network connectivity. ● Providing a network of high quality public spaces which facilitates the use of public transport, walking and cycling is also crucial in ensuring accessibility and attractiveness of an area. ● Reducing the dominant presence of cars with the aim of upgrading the quality of public spaces and urban areas is thus seen as a strategy in itself to make areas more attractive, liveable and therefore competitive.

Principle 3: Integrating/maximising the presence of vegetation and its potential for multi-functionality ● Integrating and increasing the provision of vegetation within urban open spaces maximises the potential benefits and thus the multifunctionality which such spaces can provide. ● Benefits relating to improving air quality, creating comfortable micro-climates, mitigating climate change impacts such as extreme flooding and strengthening biodiversity all depend on the presence and use of vegetation. ● Creating access to ‘nature’ has also been shown to provide well-being and mental

health benefits. Local research has also shown that access to nature and environments which provide for a sense of refuge or spaces for relaxation are being sought with urban areas.

Principle 4: Ensuring socially inclusive processes and culturally responsive proposals ● Engaging with local communities to respond to cultural preferences and create a sense of ownership for public spaces is essential. ● Planning processes and the transformation of such spaces should seek to integrate compatible user groups and facilitate cultural integration. Additionally, there is the need to promote equity and people-centred design. ● The long term care and maintenance of such spaces should form an integral part of the planning. Incentives to encourage citizen involvement in maintenance and care should also be explored and local authorities need to have procedures in place and funding to support this.

Principles 5:The Need for Good Governance ● Creating a governance structure which ‘champions’ and drives the implementation of such an approach. ● The need to increase local knowledge and build the capacity and required skill set for developing such green open space networks.

This needs to be addressed from planning to design, implementation and operational aspects. ● Moving towards a culture of transparency and trust in planning processes. ● Develop a state-led regulatory framework through community participatory methodologies and cross-sectoral collaborations. #4 THE PROPOSAL

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DEFINING THE NETWORK: SPACE TYPOLOGIES In developing a network of open spaces the different typologies need to be defined. The hierarchy in terms of size, character and functionality also needs to be determined as part of a holistic approach. A potential classification of these typologies, based on Scheiber 20 21 23 is presented overleaf.

Through defining a base catalogue of proposed spaces and their hierarchy, the network can be created through the identification of suitable spaces and needs from their surroundings.

For each type of space the suitability for the different forms of picnicking is identified.

Picknic as a recreational activity in itself Picnicking in relation to other activities Formal picnicking Informal picnicking

URBAN PARK

Urban parks would be regional parks within the urban conurbation. They would be natural or semi-natural areas greater than 2ha/20,000 sqm offering informal recreational opportunities and green space for residents from surrounding localities. They would provide areas which offer a sense of refuge from hectic urban environments and opportunities for contact with nature. Picnicking opportunities and informal play areas could be made available and the concept of urban forests explored.

Il Park Ta San Clemente Zabbar

GARDEN

Gardens would be spaces larger than 5,000sqm, with substantial amounts of vegetation such that they provide green ‘lungs’ within urban areas for residents within those localities. They could provide both formal and informal recreation opportunities. They should provide for different demographics, creating places where plants and other forms of nature could be enjoyed as an ideal setting for social or solitary leisure activities.

POCKET PARK

A pocket park is a small open space (<5,000 sqm) accessible to the general public. Pocket parks may vary in character, providing a ‘greener’ garden type setting, or a more urban environment depending on the size and context. Creating small incidental spaces, with the right qualities, as part of a network, will maximise the potential benefits previously identified. Such spaces may also be created as a component of the public space requirement of large building projects. They would provide resting points in urban areas or places to spontaneously stop for a bite to eat, or serve as social meeting points.

Sa Maison Garden Pieta

Pocket Park Fgura

#4 THE PROPOSAL

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URBAN PJAZZA

The urban pjazza is a civic square commonly found in the heart of a locality, used for community gatherings and social activities. Such pjazzas usually provide an urban setting, though the use of trees and other vegetation forms is encouraged. The location usually relates to a central building in the locality such as a church or other forms of centrality such as a concentration of retail or community services. Pjazzas could provide informal areas for short picnics between errands, during lunch breaks or a quick snack for kids.

Pjazza Paola

PROMENADE

Promenades in Malta, generally refer to coastal spaces. They provide for walking, jogging and all forms of recreational spaces. They vary in width and relationship to the sea. Some incorporate beaches or gardens. They have the potential to provide the perfect setting for urban picnicking by the sea and can work as catalysts for regeneration. The seafront promenade can also work as a strong connector within the network of green open spaces.

Promenade Gzira

GREEN LOOP

The size of green spaces within urban areas is often a limiting factor in facilitating physical activities such as jogging or running. Streets therefore become essential spaces for promoting active lifestyles, if appropriately designed. The idea is to identify streets which may be redesigned to provide the right infrastructure for encouraging walking and jogging.

This relates to appropriate pavements widths, vegetation for shading and creating pleasant environments; as well as seating areas for resting. The streets would connect to create loops which could also include sections of the promenade.

Triq Sciortino Zebbug

URBAN STREETS

These are streets which would be strategically identified and redesigned to promote sustainable forms of mobility. They would adopt a people centred approach to street design which supports placemaking and ensures walkability. Such routes would aim to connect key open spaces and uses such as educational facilities to create synergies between public services, facilities and open spaces.

Triq M Caruana Floriana

PEDESTRIAN ZONE

Pedestrian zones are areas of a city or town reserved for pedestrian-only use and in which most or all vehicular traffic is prohibited.

Limited vehicular access for servicing is usually provided during limited times. These areas provide space for social interaction, economic growth for businesses and can offer space to rest and snack.

Valletta

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The potential hierarchy of typologies Urban Park / Valley > 2ha Garden > 5,000sqm Pocket Park Civic Square / Pjazza Promenade Urban Street Green Street / Walking / Jogging Loop Pedestrian Zone Note: This is a schematic. No detailed studies (example ownership of land) have been carried out to determine selection of routes and spaces.

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RETHINKING MOBILITY Improving the quality of open spaces in urban areas requires a transport strategy which aims to rethink the role of the car and focus on a more equitable system that integrates and favours sustainable transport modes that can be used by all. This would automatically allow for the rethinking and restructuring of the public realm. Additionally, through an integrated approach, transport projects can also seek to create public spaces of added value. Such an integrated approach to the design of infrastructure and open space would identify opportunities to use space more efficiently and intensively aiming to improve transport connections and also reduce the large amount of space dominated by cars and traffic. Such transport strategies could include: ● Redirecting private vehicular movement in the harbour region to the TEN-T Network ● Provide interchanges such as park & rides which integrate the public transport network and parking provision, thus creating the opportunity to switch travel modes before entering the inner harbour regions ● Create strategic connections between the interchanges and main urban centres prioritising public transport / sustainable forms of mobility

● Create parking facilities to shift onstreet parking away from valuable public spaces ● Strengthen parking management through resident / access & servicing / allocated parking zones within the harbour area ● Connect coastal centres using sea ferries and through a continuous coastal route prioritising pedestrians / public transport / sustainable transport modes ● Adopt a modern, integrated and multidisciplinary approach to the design of transport projects which take into consideration equity, climate mitigation and adaptation and prioritise people.

These are just some of the potential strategies and they are not new ideas. In fact there are a number of objectives and measures within the National Transport Masterplan 25, which embrace the above ideas: Road Transport Objective 2.2.1: Improve integrated and long term strategic transport planning and design Measure 2.2.1.6 Develop a framework to ensure that transport projects are developed by interdisciplinary teams to maximize opportunities for sustainable development

Road Transport Objective 2.2.2: Provide alternatives to private vehicles to encourage sustainable travel patterns and reduce private vehicular demand in the congested ‘hub’ area Measure 2.2.2.5 Develop Pilot Cycle Corridors between Valletta and I) St. Julian‘s, Sliema; ii) Three Cities and Fgura, And iii) Between Villages Road Transport Objective 2.2.3: Reducing the role of the car in busy, congested urban ‘hub’ Measure 2.2.3.1 Develop a Comprehensive Parking Management System to Create a Better Balance Between Off-Street and On Street Parking Road Transport Objective 2.2.5: Reduce the impact (social, environmental and economic) of vehicles in urban areas Measure 2.2.5.1 Develop a Policy Framework and Design Guidelines to Create a Balanced Approach to Different Modes in Urban Streets and Public Space Measure 2.2.5.4 Develop Design Guidelines for the Development of Shared Space and Home Zones

“…when strategic roads pass through urban centres...conflicts exist between the functional requirements of roads for traffic flow, existing activities and kerbside development along these roads e.g. Mosta, Zabbar, San Gwann, Hamrun, Birkirkara, Msida, Attard, and Naxxar.

In such cases the road treatment needs to address the presence of urban activity and would require a different approach than that of a typical Arterial or Distributor road.”

Public Transport Objective 2.3.1: Improve Service Quality and Modal Share along strategic routes by introducing Public Transport Quality Corridors Measure 2.3.1.1 Implement Public Transit Quality Corridors (PTQC) (Sliema-Msida-Valletta) Public Transport Objective 2.3.2: Improve Public Transport Service Quality to and between Strategic Employment Nodes, Services outside the Inner Harbour Regions and Peripheral Residential Areas Measure 2.3.2.1 Optimise use of existing Park and Ride facilities and develop new sites at strategic locations to encourage modal interchange

Road Transport Objective 2.2.8: Improve the Functionality of Strategic Roads, Providing Secondary Connectivity and Improving the Quality of Urban Areas

#4 THE PROPOSAL

53

WHO WILL BENEFIT? At the core of a systems-based approach there is the concept of participatory governance which seeks to achieve a balance between a state-led regulatory framework and community participatory methodologies and cross-sectoral collaborations. This framework is beneficial as one of its aims is to facilitate a local and economic circular network between public, private and third sectors through hospitality, tourism, creative industry, art, culture, and education. This inclusive approach to infrastructure will benefit: ● ● ● ● ● ●

Local Communities Tourists NGOs Politicians Schools Businesses

The long-term function use of this integrated approach and especially of local engagement through a participatory methodology aims to raise awareness among locals through capacity building, educational activities, and apprenticeships with NGOs. Building trust in such an innovative system is also a key element in this approach. Community-led local activities will further enhance the latter, while fostering a sense of ownership and empowerment.

Through financial incentives such as innovative business models through the creative and artistic sector is one way of promoting a circular economy while sustaining and improving our local skills.

The following table suggests how influence and interest of each mentioned stakeholder can be understood.

Stakeholder

Influence

Why?

Interest

Why?

High or medium

interest, current agenda and

Property rights, funding,

Politicians

High

financial incentives (subsidies), diminishing

Depending on political goals.

bureaucracy, political will.

Can be seen as

They are interested in the

beneficiaries, thus their

External Tourists

Low (but high “indirect”)

perceptions and needs will

Low interest

also influence design

term functioning

decisions

Local Community (residents, local tourists, Gozitans)

Depends on how the local

Depends on how the local High

community is included.

Special attention to long-

community is included in Medium to High

term engagement.

Medium

the decision-making process. Also, how trust is fostered.

Involvement at participatory

Direct benefit in promoting

method stage to inform

a green initiative & in

government’s planning

NGOs, Local Schools

benefits and not in the planning process or long-

reform (supporting actions

facilitating education; High

inclusion in decision-making

linked to inclusive

process, implementation

infrastructure to long-term

and post-implementation

impact)

actions.

Direct economic

Specialized Companies (Practitioners, Academics)

Medium

Requires expertise

beneficiaries (provides

knowledge, impact

services), Create a space of

assessments; ascertain

High

knowledge; multi-

quality of life and urban

disciplinary & cross-sectoral

standards

collaborations at scoping stage

Business (included in the project)

Depending on their role on Medium-High

the funding for implementation. e.g. PPPs

Direct economic High

beneficiaries (making business)

Table 1: Understanding the stakeholders

#4 THE PROPOSAL

55

#5

TYPOLOGICAL INTERVENTIONS

The Spatial Proposal EXAMPLE: URBAN PARK

CASENature STUDY: - FLORIANA Local Parks:PINETUM Pinetum & Valley Potential Jogging, Cycling Trails & Walking Routes

Bike trail

Natural materials incorporating play

Informal picknicking

Informal water play

Jogging / walking trail

Adventurous, Informal Play, Picnic Areas, Waterscapes

Adventurous informal play opportunities

PhD Researcher: Sarah Scheiber

Sense of refuge / contact with nature

Spcae for ball play & physical activity

Formal picnicking facilities

Applied objectives

1

Walking/jogging/bike trails

2

Picnicking facilities/Informal picnics

3

Adventurous informal playscapes

4

Informal water play

5

Sense of refuge/contact with nature

6

Provide bins/promote no trace policy

Objectives/ conceptuals proposals based on Scheiber 20 21 23 Research on the potential for Malta’s urban open spaces to act as green infrastructure

#5 TYPOLOGICAL INTERVENTIONS

59

Creating n connectin promenad

EXAMPLE: GARDEN CASE STUDY: MSIDA

Use of sal & minimu

Varied ac demogra

The Spatial Proposal

flexible sp activities

Gardens: 5th October, Msida Green buffer & terraced seating

Msida church pjazza

Event space

Stage & amphitheatre

picnic ga Creating n ball play, connecting playgroun promenad

green / m Use of salt sense of r & minimum

MSIDA GARDEN

water pla Varied act sea water demograp A

Z PJAZ

Quiet areas FFER

N BU

GREE

GE / STA ARD ADE ULEV NITY U A BO MSID / COMM O BING

MEN

UND

YGRO CATS PLA

picnic gard ball play, s playground

PRO

The Spatial Proposal

NICK

T PIC QUIE ER R O C N

HIAMP RE T ARD THEA ULEV S A BO NT MSID STS/EVE FEA

PhD Researcher: Sarah Scheiber

flexible spa activities (i

LAY RDEN ER P WAT NAL GA O SEAS OT SCO TE A C S & ITIES FACIL GRE EN B UFF ER

Gardens: 5th October, Msida

Explorational playground

green / mo sense of re Creating water play connecti sea water promena

Use of sa & minimu

Space for animals

PhD Researcher: Sarah Scheiber

The Spatial Proposal

Space for activity

Varied ac demogra

Gardens: 5th October, Msida

flexible sp activities

picnic ga ball play, playgrou Waterplay / seasonal activities

Scoot & scate track

Boulevard / connecting spine

Outdoor bingo

green / m sense of r

water pla

Applied objectives

1 Restructure roads creating open space

connecting to the promenade & church, providing a pjazza, garden & coastal promenade/boulevard 2 Compact transport junction integrating sustainable modes and urban townscape

3 Explore options for sustainable urban

Before

drainage systems within juntion & public space through urban green infrastructure

4 Picnicking facilities/Informal picnics 5 Adventurous informal playscapes

3

2

1

6 Informal water play 7 Sense of refuge/contact with nature 8 Continuous promenade including bike path

After #5 TYPOLOGICAL INTERVENTIONS

61

EXAMPLE: PJAZZA CASE STUDY: BALLUTA - ST. JULIANS

Street furniture to support informal picnic and add greenery

Parklets replacing some on-street parking

People picnicking round fountain in balluta

Paving despression / flood mitigation

Informal picnic

Create visual connection to valley (example Mellieha)

Raised crossing points

Create space for residing animals

Benches integrated in planters / trees for shading

Applied objectives

1

Create relationship between green inland areas & coastal areas

2

Provide areas for informal picnicking

3

Maximise trees to create shade

4

Opportunities for informal play

5

Introduce street swales & vegetation patches for flood mitigation

6

Raised crossings to induce traffic calming

7

Creating flexible & adaptable spaces

Before

After #5 TYPOLOGICAL INTERVENTIONS

63

EXAMPLE: POCKET PARK CASE STUDY: GERRY ZAMMIT PJ. - GZIRA

Vegetation patches/rain garden informal play

Water play with natural materials

Informal seating/picnicking

Raised pathways retain access during storm flooding

Raised crossing point

Rain garden/swale storm water management/flood migitation

Raingarden/swale for storm water management/flood mitigation

Street swales / rain gardens Bicycle racks

cycle parking

Permeable paving parking

Permeable materials paths

Graphics: Katrina Grech Mallia

Applied objectives

1 remove uneccesary vehicular route / connect open space to building edge

2 street alignment which induces traffic calming/reduces speeds

3 informal play areas and seating for spontaneous play and picnicking

4

Before

maximise vegetation for comfortable micro-climate/shade

5 rain garden/street swale as a form of

1

flood mitigation

6

designed as a place to walk through to maximise connectivity

Objectives based on Scheiber 20 21 23 Research on the potential for Malta’s urban open spaces to act as green infrastructure. Conceptual design proposals (Scheiber, 2021)

2

After #5 TYPOLOGICAL INTERVENTIONS

65

EXAMPLE: GREEN LOOP CASE STUDY: NAZJU ELLUL STR. - GZIRA

Rain garden and seating

Green buffers and rain gardens

Seating options for informal picnicking

Before

After

Permeable materials for flood mitigation

Encourage physical activity

Picknicking within parking space

Graphics: Luke Azzopardi

Applied objectives

1

Appropriate carriageway dimensions reduce vehicle dominance

2

Maximise footpath widths to promote walking, provide seating and facilitate recreational use e.g. informal picnicking

3

Maximise trees and vegetation to ensure a comfortable micro-climate (shading/ cooling effect)

4

Introduce street swale/rain garden for flood mitigation, pleasant environment and buffer to street traffic

Objectives based on Scheiber 20 21 23 Research on the potential for Malta’s urban open spaces to act as green infrastructure. Conceptual design proposals (Scheiber, 2021)

#5 TYPOLOGICAL INTERVENTIONS

67

EXAMPLE: URBAN STREET PEOPLE CENTRED STREET DESIGN

Alternating parking bays and trees

Tree pits which maximise footpath widths

Carriageway alignment induces traffic calming

P P P

P Sections and plans of different options

Tree pit with drainage

Examples of people centred street design

P

Placeholder

Example of parklet with seating and planters provides space for resting, meeting and informal picknicking

Applied objectives

1

Reduce or alternate on-street parking (shift to underground/built parking) to reduce vehicle dominance

2

Minimise carriageway dimensions to reduce vehicle speeds

3

Maximise footpath widths for walking & seating to facilitate informal picnicking

4

Maximise trees for shading/cooling effect & air pollution mitigation

5

Introduce tree pits which maximise footpath widths & allow for flood mitigation

6

Introduce parklets where feasabile

#5 TYPOLOGICAL INTERVENTIONS

69

#6

WAY FORWARD A SYSTEMS BASED APPROACH TO INFRASTRUCTURE Through this proposal, the authors advocate for a systems-based approach towards the planning of open spaces in urban areas. It seeks to interweave the environment, social, economic, and health spheres in the urban tapestry. The illustrations in this document only provide conceptual ideas to trigger our imagination through the power of visuals. They serve as a helping-hand in how an alternative or otherwise infrastructure can look like if we had to adopt a strategic approach to the planning of open spaces. Planning can be seen

as both an analytical and political tool in decision-making processes as outlined in Table 1). While being able to provide inclusive environments that are functional, culturally-sensitive, welcoming to all, and resilient.

An inclusive infrastructure needs to interlink the below stances: ● ● ● ●

A culturally-sensitive Approach A Strategic-Integrated Approach A Participatory Governance Approach A Research-based Approach

Advocating A Culturally-sensitive Approach

Advocating A Strategic-Integrated Approach

We argue that this gap could be opportunistic whereby an urban policy could be planned and designed through a culturally-sensitive approach, one which looks at resilience and social transformations as inherent characteristics in policymaking. We will also deconstruct the shift towards densification as a model for urban areas which could offer solutions. For instance Formosa and Scicluna 10 argue that, “‘ageing’ can be a meaningful category in order to address other exclusionary criteria attached to factors related to socio-economic status, ethnicity, gender, sexuality, disability and also issues of loneliness, isolation and ‘erasure’ within urban development.”

This position paper advocates a strategic-integrated approach to planning for the provision of recreational areas at local, regional and national scale. The aim is to transform our streets and public spaces into homely environments with local and historical significance while providing for picnicking amongst other forms of recreation; allow for walking and cycling; facilitate the use of public and shared transport and improve the attractiveness of urban areas. This spatial proposition presents just some of the opportunities. A green infrastructure strategy would be an important tool for identifying more. In this way projects improving the quality of public spaces would not only have a localised impact but also an impact on the wider context and the wider issues of reducing car dependence, congestion, air and noise pollution, accidents, obesity and respiratory diseases and many more. It would also provide a clear vision and objectives for transport projects and private developments such that they too can contribute to this wider goal of improving public spaces and connections. With such a strategy the opportunities for improvement would be made clear, thereby increasing the chance of moving towards a series of connected pockets of recreational areas and amenities in urban areas. Developing such a network of green open spaces through a strategic-integrated approach is an essential component in moving towards sustainable development.

Therefore, a culturally-sensitive policy will benefit from research that takes into consideration the relationship between various categories such as ageing, care, disability, gender, sexuality, wellbeing, infrastructure, planning, climate change, migration, transport and civic participation (Ibid). What is important is that the methods used in macro-economic studies ensure that people remain central 26. Further, understanding resilience as a unit of analysis has great potential for urban planners and policymakers as they can design policies that meet grounded realities that modern patterns of living bring about.

Advocating a Participatory Governance Approach

Advocating a Research-based Approach

In transforming such spaces the need to adopt a participatory and inclusive approach which engages with civil society is essential. Shared decision-making processes will lead towards a sense of belonging among the local communities and addresses the right to space (see Table 1).

Ultimately, therefore, such an approach needs to start with a strong research- and evidence-base stance. This would need to include an open space audit starting at locality level so as to have an in-depth understanding of the provision of open spaces and also estimate the demand. Integral to this would be the development of a plan (available for public access and use) which would identify all publicly owned spaces which the community can access freely.

In parallel, in-depth studies relating to transport, water management and also the location of community services and facilities amongst other land uses would need to be carried out.

These different layers of information would need to come together as part of the integrated approach so as to identify and create synergies. This is essential if the true potential of open spaces in urban areas is to be harnessed. In conclusion, such an approach would therefore require in-depth analysis, research and citizen engagement (ongoing research initiatives already exist which can inform this) so as to be developed through a combination of bottom-up and state-led processes.

The conceptual visualisations put forth are based on the results of local research which studied existing urban open spaces and also the users’ views concerning their experiences when using existing spaces in urban areas.

However, follow-up research and engagement through co-design is required. The development of such a strategy for green open space networks would need to ensure that the users form an integral part of the process. This is essential if such open spaces are to truly promote a culturally-sensitive approach which puts the needs of multiple publics at the centre.

However, we do believe that if we are to transform our open spaces and improve the quality of our urban environment and quality of life, then with the right studies the solutions to do this and adopt such an approach can be found. This proposition has served to visualise what could be if we took a step back and allowed ourselves space to think otherwise! #6 WAY FORWARD

73

DAWRA MADWARNA Connecting People - Connecting Places

We are a network of interdisciplinary professionals who came together to establish a platform which contributes to the transformation of public spaces within Malta’s urban areas for a more sustainable future.

Our mission is to facilitate positive change in the way that urban open spaces can become enablers of social cohesion and wellbeing through how they are collaboratively planned, designed, developed and used.

This in favour of urban areas and communities which seek to respect and embrace nature thereby improving our quality of life in a sustainable manner.

Nina is an architect and designer with a Masters degree from Berlin Institute of Technology and a passion for urban ideas and sustainability. She has been working in Malta for10 years on different scale projects from masterplans to design & build and interiors.

Sarah is specialised in spatial planning and urban design. She is a lecturer and researcher at the Faculty for the Built Environment at the University of Malta. Her PhD research, focused on the planning and design of urban open spaces and green infrastructure in Malta.

Faye is a freelance design architect with a Masters in Environmental Services. She has worked on various projects, focusing mainly on residential and urban projects as well as project management and residential road design.

Rachael is an applied urban anthropologist and a Housing, Strategy and Policy Consultant within the Ministry of Social Accommodation, Malta. She is a Visiting Lecturer at the Faculty for the Built Environment at the University of Malta and has published widely in peer-reviewed journals and anthologies.

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