Thread by Matt Caldar

Thread

A streetscape manual Matt Caldar S3154441 Studio 2

What’s inside Pick a pattern Discover your own through experimentation. Create a Toolkit of intervention Where do roads fit in? Find an obsession like Desire Lines Consider the Everyday Make a plan Make plan for your plan Let people “feel” the new streetscape Explain the details Document the process Analyse the site thoroughly Appreciate the assets Adopt approaches that work Read Iterate Travel Get feedback

4 6 8 14 18 20 22 24 32 38 40 44 52 54 55 60 64 66

Pick a pattern

Discover your own through experimentation.

Choose a shape that ideally fits into each other for ease of use and future flexability.

1000 mm Hexagon

500 mm Hexagon

Create a Toolkit of intervention

1:200

1:100

1:1250

1:250

Where do roads fit in?

Find an obsession like Desire Lines

Consider the Everyday

Make a plan

Make plan for your plan

1:250@3000X841mm

Let people “feel” the new streetscape

es added to site

calyptus Ovata (Swamp Gum) acia Dealbata (Silver Wattle) Explainssp the details calyptus Leucoxylon connata (Yellow Gum)

Openings for vegetation growth Spacers for widenened joints

Overflow drainage pipe

Permeable pavers Base Subbase Subgrade

Intial planting and paving co

Intial planting and paving constr

500mm hexagons, pedestrians and shared use 1000mm hexagons, road lane.

Trees assist in marking lane boundary.

Vegetation increases visual awareness of path and lane edges.

Paving modification as tree m

Document the process

1:50@A3

Analyse the site thoroughly

10 m

Appreciate the assets

Adopt approaches that work

Read ACTIVE DESIGN GUIDELINES

ACTIVE DESIGN GUIDELINES

Green Line is continues slotted drain connection, going around the back of the tree plots.

PROMOTING PHYSICAL ACTIVITY

The black dots are the inspection risers.

AND HEALTH IN DESIGN

(http://nacto.org/)

GUID NAVIGATION

(http://nacto.org/pulication/uran-treet-deignguide/)

PURCHA GUID (HTTP://ILANDPR.ORG/URAN-TRT-DIGN-GUID)

How Walkable is Melbourne? The Development of a Transport Walkability Index For Metropolitan Melbourne.

Raied interection create a afe, low-peed croing and pulic pace at minor interection. imilar to peed hump and other vertical peed control element (../vertical-peed-control-element), the reinforce low peed and encourage motorit to ield to pedetrian at the crowalk.

PE01

Permeable Interlocking Concrete Pavements Design and Construction Guide

Place, Health and Liveability Research Program Billie Giles-Corti, Suzanne Mavoa, Serryn Eagleson, Melanie Davern, Rebecca Roberts & Hannah Badland

EDITION Nov 2010

ISBN 0 909407 58 4

THE CITY OF YARRA IS COMMITTED TO CREATE, SUSTAIN AND ENHANCE THE URBAN AND NATURAL ENVIRONMENT. THIS BOOKLET IS ONE WAY IN WHICH THE CITY OF YARRA IS ENCOURAGING RESIDENTS TO SHARE IN THAT COMMITMENT. If you would like to know more about gardening with local native plants in the City of Yarra and your language is not listed below, contact an interpreter on 9280 1940.

Gardening with Native Plants in Yarra A home gardener’s guide to protecting our natural heritage

Arden-Macaulay Structure Plan PLANNING FOR FUTURE GROWTH

melbourne.vic.gov.au/futuregrowth

2012

Plan for a walkable Melbourne Victoria Walks submission to

Metropolitan Planning Strategy Discussion Paper â&#x20AC;&#x201C; Melbourne, letâ&#x20AC;&#x2122;s talk about the future

March 2013

Series

Urban design, transport, and health 1

Urban design, transport, and health 2

City planning and population health: a global challenge

Land use, transport, and population health: estimating the health beneﬁts of compact cities

Billie Giles-Corti, Anne Vernez-Moudon, Rodrigo Reis, Gavin Turrell, Andrew L Dannenberg, Hannah Badland, Sarah Foster, Melanie Lowe, James F Sallis, Mark Stevenson, Neville Owen

Significant global health challenges are being confronted in the 21st century, prompting calls to rethink approaches to disease prevention. A key part of the solution is city planning that reduces non-communicable diseases and road trauma while also managing rapid urbanisation. This Series of papers considers the health impacts of city planning through transport mode choices. In this, the first paper, we identify eight integrated regional and local interventions that, when combined, encourage walking, cycling, and public transport use, while reducing private motor vehicle use. These interventions are destination accessibility, equitable distribution of employment across cities, managing demand by reducing the availability and increasing the cost of parking, designing pedestrian-friendly and cyclingfriendly movement networks, achieving optimum levels of residential density, reducing distance to public transport, and enhancing the desirability of active travel modes (eg, creating safe attractive neighbourhoods and safe, affordable, and convenient public transport). Together, these interventions will create healthier and more sustainable compact cities that reduce the environmental, social, and behavioural risk factors that affect lifestyle choices, levels of traffic, environmental pollution, noise, and crime. The health sector, including health ministers, must lead in advocating for integrated multisector city planning that prioritises health, sustainability, and liveability outcomes, particularly in rapidly changing low-income and middle-income countries. We recommend establishing a set of indicators to benchmark and monitor progress towards achievement of more compact cities that promote health and reduce health inequities.

Introduction Significant global health challenges are being confronted in the 21st century, including increases in unhealthy diets, physical inactivity, non-communicable diseases (NCDs), injuries from road trauma, and obesity, combined with population growth, rapid urbanisation, and climate change, prompting repeated calls to rethink approaches to prevention.1–5 Decisions about housing, food, water, energy, transport, social services, and health care6 will profoundly affect the health, wellbeing, and safety of growing and ageing urban populations.4,6,7 With the world’s population estimated to reach 10 billion people by 2050, and 75% of this population living in cities,5 city planning is now recognised as part of a comprehensive solution to tackling adverse health outcomes.5 Associations between city planning and health are not new. In the 19th century, planning curbed infectious disease outbreaks in industrialising cities through improvements in sanitation and housing and separation of residential areas from industrial pollution.8,9 In the 21st century, well planned cities have the potential to reduce NCDs and road trauma and to promote health and wellbeing more broadly. This could be achieved by reducing automobile dependency, traffic exposure, pollution, noise, and urban heat-island effects, while enhancing mental health, contributing to climate change mitigation, and promoting walking and cycling in ways that are safe, comfortable, and desirable. Leading global agencies recognise that city planning and management decisions affect the liveability of cities6 and, ultimately, the health and wellbeing of residents.

WHO recommends “placing health and health equity at the heart of [city] governance and planning”,10 highlighting the need for integrated urban planning, transport, and housing policy. This mirrors the Organisation for Economic Co-operation and Development’s call for leadership from “transport, land use and health ministers” to create the “legal, Key messages • Significant global health challenges are being confronted in the 21st century, and well planned cities that encourage walking, cycling, and public transport use have an important role to play in addressing these challenges • Urban and transport planning and design can directly and indirectly affect non-communicable diseases, traffic injuries, and other adverse health and environmental outcomes • Local and regional interventions can affect urban and transport planning and design, and these influence environmental, social, and behavioural risk exposures

Mark Stevenson, Jason Thompson, Thiago Hérick de Sá, Reid Ewing, Dinesh Mohan, Rod McClure, Ian Roberts, Geetam Tiwari, Billie Giles-Corti, Xiaoduan Sun, Mark Wallace, James Woodcock

Published Online September 23, 2016 http://dx.doi.org/10.1016/ S0140-6736(16)30066-6 This is the first in a Series of three papers about urban design, transport, and health University of Melbourne, Melbourne, VIC, Australia (Prof B Giles-Corti PhD, H Badland PhD, M Lowe PhD, Prof M Stevenson PhD); University of Washington, Seattle, WA, USA (Prof A Vernez-Moudon Dr ès Sc, Prof A L Dannenberg MD); Pontifical Catholic University of Parana, Parana, Brazil (Prof R Reis PhD); Washington University at St Louis, St Louis, MO, USA (Prof R S Reis); Federal University of Parana, Curitiba, Brazil (Prof R S Reis); Australian Catholic University, Melbourne, VIC, Australia (Prof G Turrell PhD); Queensland University of Technology, Brisbane, QLD, Australia (Prof G Turrell); University of Western Australia, Perth, WA, Australia (S Foster PhD); University of California, San Diego, CA, USA (Prof J F Sallis PhD); Baker IDI Heart and Diabetes Institute, Melbourne, VIC, Australia (Prof N Owen PhD); and Swinburne University of Technology Melbourne, VIC, Australia (Prof N Owen) Correspondence to: Prof Billie Giles-Corti, University of Melbourne, Melbourne, VIC 3010, Australia b.giles-corti@unimelb.edu.au

• Integration of well implemented urban systems policies are needed to achieve healthy liveable cities • Transport, planning and health ministers must develop appropriate legal, administrative, and technical frameworks contextualised to local conditions, to deliver compact pedestrian and cycling friendly cities that reduce private motor vehicle dependency • City planning indicators are required to monitor progress within and between cities

www.thelancet.com Published online September 23, 2016 http://dx.doi.org/10.1016/S0140-6736(16)30066-6

Using a health impact assessment framework, we estimated the population health effects arising from alternative land-use and transport policy initiatives in six cities. Land-use changes were modelled to reflect a compact city in which land-use density and diversity were increased and distances to public transport were reduced to produce low motorised mobility, namely a modal shift from private motor vehicles to walking, cycling, and public transport. The modelled compact city scenario resulted in health gains for all cities (for diabetes, cardiovascular disease, and respiratory disease) with overall health gains of 420–826 disability-adjusted life-years (DALYs) per 100 000 population. However, for moderate to highly motorised cities, such as Melbourne, London, and Boston, the compact city scenario predicted a small increase in road trauma for cyclists and pedestrians (health loss of between 34 and 41 DALYs per 100 000 population). The findings suggest that government policies need to actively pursue land-use elements— particularly a focus towards compact cities—that support a modal shift away from private motor vehicles towards walking, cycling, and low-emission public transport. At the same time, these policies need to ensure the provision of safe walking and cycling infrastructure. The findings highlight the opportunities for policy makers to positively influence the overall health of city populations.

Introduction Cities around the world are dealing with the consequences of changing population demographics and policies that have failed to effectively manage the associations between land use, mobility, and population health. Urban growth (the expansion of metropolitan areas) and the pressure it places on urban infrastructure is now a major international challenge. By 2050, the populations of Australia’s four largest cities are predicted to be similar to Australia’s current total population,1 and the USA, China, and India will see predicted increases in the populations of their large cities of 33%, 38%, and 96%, respectively.2 Continued population growth is associated with everincreasing demands on transport systems. Governments increasingly emphasise the need to integrate transport and land-use planning,3 acknowledging that land-use decisions substantially influence transport options and travel choices. Sprawling residential-only developments that dominate most suburban areas in North America, Australia, and New Zealand limit the ability of people to walk or cycle for their daily travel requirements.4 In these countries, low-density housing developments make public transport development cost prohibitive, producing a reliance on private motorised transport and increasing exposure to the risks associated with traffic speed, traffic volume, vehicle emissions, and physical inactivity.5 In response to economic growth, private car use is also dramatically increasing in many middle-income countries such as Brazil,6 China, and India.7 Resultant declines in physical activity and increases in air pollution, noise, and risk of motor vehicle crashes combine to produce increased rates of chronic disease and injury.8

City planners and policy makers—who have the power to influence the health of rapidly expanding cities and increasingly motorised populations—need to prioritise the minimisation of health risk exposures while maintaining or enhancing the mobility of city residents. Recent innovations in transportation have generated an expectation of a transportation revolution, in which road deaths, serious injury, and congestion are eliminated because of web connectivity, automated vehicles, and advanced software. Like an engineering fix for global warming, this vision is seductive and will eventually play a part in the resolution of current transportation challenges. However, serious obstacles including software viruses, security risks, and the need for fall-back options in the case of major connected system failures mean that technological solutions will be achieved, but only over the coming decades. Additionally, these Key messages • Considerable health gains are observed by city planning that encourages a compact city—namely, a city of short distances that promotes increased residential density, mixed land use, proximate and enhanced public transport, and an urban form that encourages cycling and walking. • A compact city approach also results in reduced city-specific particulate emissions owing to reduced motor-vehicle emissions. • Policies that incentivise walking, cycling, and public transport while reducing subsidies for private motor vehicle use will influence the health and sustainability of growing cities.

www.thelancet.com Published online September 23, 2016 http://dx.doi.org/10.1016/S0140-6736(16)30067-8

Series

Urban design, transport, and health 3 Use of science to guide city planning policy and practice: how to achieve healthy and sustainable future cities James F Sallis, Fiona Bull, Ricky Burdett, Lawrence D Frank, Peter Griﬃths, Billie Giles-Corti, Mark Stevenson

Land-use and transport policies contribute to worldwide epidemics of injuries and non-communicable diseases through traffic exposure, noise, air pollution, social isolation, low physical activity, and sedentary behaviours. Motorised transport is a major cause of the greenhouse gas emissions that are threatening human health. Urban and transport planning and urban design policies in many cities do not reflect the accumulating evidence that, if policies would take health effects into account, they could benefit a wide range of common health problems. Enhanced research translation to increase the influence of health research on urban and transport planning decisions could address many global health problems. This paper illustrates the potential for such change by presenting conceptual models and case studies of research translation applied to urban and transport planning and urban design. The primary recommendation of this paper is for cities to actively pursue compact and mixed-use urban designs that encourage a transport modal shift away from private motor vehicles towards walking, cycling, and public transport. This Series concludes by urging a systematic approach to city design to enhance health and sustainability through active transport and a move towards new urban mobility. Such an approach promises to be a powerful strategy for improvements in population health on a permanent basis.

Introduction Land-use and transport policies in cities around the world are having negative effects on health, primarily through road traffic injuries, air pollution, and physical inactivity.1–3 Road traffic collisions kill and maim millions of people each year. Urban air pollution, mostly motor vehicle related, kills hundreds of thousands of people annually and contributes to climate change. Epidemic levels of physical inactivity contribute to the deaths of millions through effects on multiple non-communicable diseases (NCDs). Urban and transport planning and urban design are some of the most fundamental causes of many serious global problems.3,4 Evidence of the health effects of land-use and transport policies needs to be used more effectively to guide the design of cities so that they enhance health and environmental sustainability. The first paper5 in this Series demonstrated that land-use and transport policies and practices can affect a wide range of health outcomes, especially NCDs and motor vehicle injuries. Eight healthpromoting urban design and transport principles were identified, and evidence-informed indicators were proposed that can be used to monitor progress in the creation of health-promoting cities. In many countries, land-use and transport policies are the antithesis of healthy urban design.5 The second paper6 in this Series modelled land-use and transport policies—with an emphasis on compact cities that support a modal shift from private motor-vehicle use to walking, cycling, and public transport as a strategy for improvements in population health—and estimated the gains in population health that cities could achieve. In this final paper of the Series, we consider the use of evidence as a tool for improved decision making in urban design and transport, and we make recommendations for

improvements in the application of evidence. This paper draws on a conceptual model of research translation, summarises evidence from the knowledge transfer ﬁeld, and uses a diverse set of case studies to illustrate the potential for eﬀective research translation to facilitate health-oriented land-use and transport practices and policies. We use the terms research translation, knowledge transfer, and knowledge exchange interchangeably to refer to the process of actively working to have research-based information used in policy making. We conclude with recommendations based on the entire Series, identifying research and policy actions needed to advance the creation of healthy and sustainable cities.

This is the third in a Series of three papers about urban design, transport, and health University of California, San Diego, CA, USA (Prof J F Sallis PhD); University of Western Australia, Perth, WA, Australia (Prof F Bull PhD); London School of Economics, London, UK (Prof R Burdett MSc, P Griffiths MSc); University of British Columbia, British Columbia, Canada (Prof L D Frank PhD); and University of Melbourne, Melbourne, VIC, Australia (Prof B Giles-Corti PhD, Prof M Stevenson PhD) Correspondence to: Prof J F Sallis, University of California, San Diego, San Diego, CA 92093, USA jsallis@ucsd.edu

Models and evidence to guide research translation Research translation is a novel concept to many health researchers. Some investigators might not consider it their role to communicate research findings to decision makers, and those who would like to see research used in decision making might not have the necessary skills. Researchers need to understand policy processes to effectively promote the application of health research findings.

Three streams of the policy process Although policy making varies dramatically between and within countries, a simple model of the policy process can be useful to determine where health research can be applied. Kingdon and Thurber’s model7 describes three streams or conditions that need to converge before movement on a policy is likely. The problem stream means that decision makers need to recognise the issue as a problem. Although epidemiological research

www.thelancet.com Published online September 23, 2016 http://dx.doi.org/10.1016/S0140-6736(16)30068-X

Published Online September 23, 2016 http://dx.doi.org/10.1016/ S0140-6736(16)30068-X

Published Online September 23, 2016 http://dx.doi.org/10.1016/ S0140-6736(16)30067-8 This is the second in a Series of three papers about urban design, transport, and health University of Melbourne, Melbourne, VIC, Australia (Prof M Stevenson PhD, J Thompson PhD, Prof B Giles-Corti PhD); University of São Paulo, São Paulo, Brazil (T H de Sá PhD); University of Utah, Salt Lake City, UT, USA (Prof R Ewing PhD); Indian Institute of Technology, Delhi, India (Prof D Mohan PhD, Prof G Tiwari PhD); Harvard School of Public Health, Boston, MA, USA (R McClure PhD); London School of Hygiene &Tropical Medicine, London, UK (Prof I Roberts PhD); Beijing University of Technology, Beijing, China (Prof X Sun PhD); Monash University, Clayton, VIC, Australia (Prof M Stevenson, J Thompson, R McClure , Prof M Wallace PhD); and University of Cambridge, Cambridge, UK (J Woodcock PhD) Correspondence to: Prof Mark Stevenson, Melbourne School of Design, Melbourne School of Engineering, and Melbourne School of Population and Global Health, University of Melbourne, Melbourne, VIC 3010, Australia mark.stevenson@unimelb.edu. au

Iterate

The road is well connected with easy access for cars, but is frequently congested. The bicycle routes and pedestrian footpaths are discouraging to use, or not well connected, especially in the East to West directions. The entire site sits surrounded by efficient public transport, but doesn't penetrate the area and feels cutoff even from a relatively close distance.

Transit nodes

Roads

Experiential mapping of the new site conditions.

Bicycle Lanes

Pedestrian routes

Intervention site and potential future sites.

Thread

Currently self seeded

Matt Caldar S3154441 Studio 2

Barbarea vulgaris

Urban fabric is often used to describe cities which can consist of the physical street, as well as the ephemeral aspects. Starting with a thread, this design reweaves a new fabric of what is currently understood as the streetscape.

Boundary Road

Monee Ponds Creek

A-A

Monee Ponds Creek

Larger green spaces provide opportunities for observance of new programs to emerge.

While the Monee Ponds Creek is a barrier, it is also a compelling deivce that draws users to its space. Creek crossings are therefore minimal in size to allow for closer interaction with the water.

T t l

The Capital City Trail is used to provide intergration of the street to the train stations in the north and south.

A-A

1:500 N

1km radial grid with Macaulay and Flemington Bridge train stations as the centre.

Desire lines a and areas are tained or left t the radial grid

Planting Future Future planting of trees in addition to the self seeded species with the intersects of the radial grid as planting sites

Arctotheca calendula Datura stramonium Melaleuca Ericifolia (Swamp Paperbark)

Eucalyptus Leucoxylon ssp. Connata (Yellow Gum)

Eucalyptus viminalis ssp. pryoriana (Coast Manna Gum)

Flemington Road

The smallest element of the site are wayfinding signs which can further the reach of the new streetscape. Creating a Capital City Trail network utilises existing infrastructure and extends it's reach into the street fabric.

A-B

The Largest part of the network is the streetscape. With traffic calming methods of shared road space, alterred road surface, and the elmination of the curb, it erases barriers for non car users. With reduced barriers, pedestrians create new paths and desire lines. Some are created through moving through the space, while others are created out of curiosity and use of the site.

A-B

1:500 1:1000

The Intersection with the same design elements extend the reach of the new streetscape and provide vital access points at the most efficient places.

1:250 N

are formalised into paths e assigned to be mainto self seed according to d.

Travel

Get feedback

Good luck