Smart City Transformation by SmartCityTransformation

Smart City Transformation

EINDHOVEN UNIVERSITY OF TECHNOLOGY

Contents 03

Introduction

11 Part I

13 Amsterdam

41 Barcalona

69 Berlin

95 Hong Kong

121 Sao Paulo

147 Shanghai

171 Tokyo

199 Part II

203 Eindhoven

225 City solutions

295 Sources

Stan Jansen - Amsterdam Anna Houtsma - Barcalona David Janssen - Berlin Dominika Kłopotek- Hong Kong Miriam Pouwels - Sao Paulo Merijn van der Does - Shanghai Tatelijne Smink - Tokyo Prof. Ir. Paul Diederen Ir. Ruurd Roorda Christopher Ho Msc. issuu.com/smartcitytransformation 22 April 2022 Eindhoven University of Technology

Introduction Smart City Transformation is the result of research done by students in urbanism and architecture on the transformation and densification of seven cities. Hong-Kong, Sao Paulo, Berlin, Shanghai, Amsterdam,Tokyo and Barcelona. Today, 55% of the world’s population lives in urban areas, a proportion that is expected to increase to 68% by 2050. 1 This increase comes with many dilemmas. In order to become -or remain- prosperous for its citizens and its enterprises city planning needs to find a balanced disposition of dwelling, education, production, and leisure. An attractive and lively city guarantees the influx of bright and talented citizens. The vicinity, interconnectivity and ecology of these ingredients -leading to weighed, optimal solutionswe will call smart.

Introduction

Today city growth preferably isn’t done outward/ horizontally (by turning unused land into built neighbourhoods) but rather inward/vertically -thus avoiding long distance traffic. Like this urban densification may respect existing contexts. History has shown rapid city expansions in for instance Amsterdam, Berlin and New York, but today’s fastest growing cities are to be found in Africa, South America and Asia. Within the seminar we have aimed to look at both, historic city expansion and urban growth of more recent years. With the expected 30% growth of Eindhoven (20212040) as a motive we have analysed the transforma-

tions of some of the major cities of the world: by drawing, measuring and comparing their spatial ingredients (floor area ratios, ratio of zoning of functions, expansion of city surface, infrastructure, verticality, education, work) over a longer period of time. We have analysed two things: the city in its context and an relevant transforming area within it. Transformational Architecture examines how cities and buildings originated and develop over the years in order to propose its future utilization and appearance. The basic premise is to acknowledge that urbanism and architecture are dynamic and should not be concerned with designing an idealized present state. Smart City Transformation elaborates on existing structures as a basis for the transformation of the city. A city - like its surroundings - is an evolving organism. By understanding transformation one can design for transformation. Within Smart City Transformation, we have searched for tools of understanding. Understanding smart densification and transformation has been our main goal. Part one of the book draws upon existing cities in search of transformation and densification. In part two we test our tools of understanding with seven conceptual design proposals for the densification of the Eindhoven Ring. prof. ir. Paul Diederen ir. Ruurd Roorda Christopher Ho MSc

Smart city transformation

VDMA Urban Oasis, Eindhoven, picture by OMA

Insert city picture here

Worldmap

Title Insert essay here

Introduction

Worldmap

Introduction

Timeline AMSTERDAM

HONG KONG

BERLIN

BARCELONA

1613

1899

1900

1925

1721

1994

1950

1977

Time frames of rapid urban development per city AMSTERDAM 1613-1721

Percentage of world population

60% 50%

Introduction

40% 30% 20% 10% 0%

1600

Percentage of world population living in urban areas over the years

1700

TOKYO

SAO PAULO

SHANGHAI

1945

1950

1979

1989

1980

2009

HONG KONG 1899-1994 BERLIN 1900-1950 BARCELONA 1925-1977 TOKYO 1945-1989 SAO PAULO1950-1980 SHANGHAI 1979-2009

1800

1900

2000

Part I

Amsterdam “Mokum” Amsterdam, also known as Mokum, is the capital of the Netherlands. Amsterdam had an influence on artistical, political and economic aspects throughout its history. The Golden age of the city was key for its succes and the characteristic canal system originated from this period it currently still has an influence on the city.

Insert city picture here

Amsterdam analysis 872,879 Inhabitants

219,3 km2 surface area

5,277 inhabitants/km2 17 m Height difference Dutch

€29.600 Average income per person per month

Topography Amsterdam

35% Bicycle users

49% male 51% female 30 25 20 15 10 5 0

0-15

15-25 25-45 45-65

65+

15,7% 0-15 years old 13% 15-25 years old 35,1% 25-45 years old 24,6% 45-65 years old 11,6% 65-100 years old

Introduction Amsterdam knows a long history. The first written documents were found around the year 1275 (municipality of Amsterdam, 2022). Around the seventeenth century the city started to develop significantly, thanks to the economic growth of the city during the golden ages (1600-1700). Around this time period the city planned 4 city expansions. These expansions are known in Dutch as the eerste, tweede, derde and vierde uitleg. During this period the typical canal structure, which Amsterdam is known for, was created. The idea behind this design was to create a city where trading was made as efficient as possible (Abrahamse, 2010). In the centuries after the city continued to develop. Industrial revolution, changes in policy, impover-ishment and gentrification, these are all factors that have severely influenced how Amsterdam looks currently (municipality of Amsterdam, 2022). Amsterdam will be analyzed in two differ-ent scales. The first is the scale of the city as a whole and the second is the scale of a smaller fragment within the city. The fragment will focus on a building block within the canal district of Amsterdam. Such building block is rep-resentative for the development of Amsterdam in the seventeenth century. Getting a better understanding why this fragment is still relevant currently is one of the main questions behind the smart densification of Amsterdam during its Golden age. The findings in the city and fragment analysis will be implemented in a design assignment located on the ring of Eindhoven. Smart city transformation

Typography

>6m

4-6m

2-4m

0-2m

Sea level

Topography Starting the analysis with the topography of Amsterdam. Originally the landscape of Holland was known for its peat landscape and wet soil. Since the 9th century nature was transformed into culture landscape. This meant that the land was adjusted by Reclamation of land became increasingly important and the old city center developed along the pattern of land reclamation (Mark Proosten et al., 2010) With the invention of windmills during the seventeenth century, the landscape started to change drastically. Windmills were able to pump away large amounts of water and the science of land reclamation started to become increasingly important. It is no coincidence that the large city expansions of that time happened since this development. Also the pattern changed, the city started to ignore the patterns of land reclama-tion. The focus of the city expansion focused more and more on economics, trade and the explosive popula-tion growth. The canal system, Part I

2,5 km

5 km

currently still clearly visible, has its origin during that time. The industrial revolution has an influence on the landscape of the city as well. Steam mills are more powerful compared to the older windmills. Therefore, the size of reclamation projects started to become increasingly larger. An example of this is the reclamation of the Haarlemmermeer. Between I931and I967 Westhaven and the industrial area surrounding it is created. Amsterdam kept looking approximately the same since that time. Until I997, new land reclamation projects started and the IjBurg island was created and currently the urban developments are still under development. Looking back at these developments, it can be concluded that the typography of Amsterdam is not natural anymore. The city is built and expanded over time due to technological developments. It will be interesting to see how the city will cope with rising sea levels and its fight against the water.

Timeline population growth Derde uitleg

Pachtersoproer North Sea Canal Amsterdam Capital of the Netherlands

Vierde uitleg

persecution of the Jews AUP Zuidas

Vondelpark opened woningwet

Popula�on*1000

Bijlmermeer

Ijburg

1000 900 800 700 600 500 400

Immigration influx Netherlands

300

Satelite towns gain interest

200 Industrialization

Golden age

WW2

2000

1900

1800

1700

1600

100 0

Satelite towns gain interest

Historical development This chapter will explain the historical development of Amsterdam during several important time periods, supported by four different drawings. These four drawings are visible on the top of each page. Being the population growth, development of the urban form, political profile and the changes in housing typologies.

Historical analysis Amsterdam

The golden ages (1600-1700) aThe map above shows the development of the population of Amsterdam. Within this graph important his-torical time periods are shown as well as important moments in the history of Amsterdam. The red dots show the urban development maps shown on the next page. The first real development of the city started around 1600. Amsterdam went through a period of large eco-nomic prosperity. The whole of the seventeenth century this prosperity grown and therefore this period is often called the Golden age for Amsterdam (Abrahamse, 2019). During this period the famous canal belts were added. These canals had the functioned

mainly as a transport route for the trading that increasingly happened due to the economic attraction of the city in that period of time (Abrahamse, 2010). The expansions of Amsterdam during that time are referred to as called in Dutch, eerste, tweede, derde and vierde uit-leg. Which translates freely in English into something like the first, second, thrid and fourth expansion. The ideas behind the city expansions can be described according to Abrahamse (2010) as functionality, statics and economic efficiency. “The ideas behind the systematic planning of the city was not an artistic choice, but an urban necessity” (Abrahamse, 2010, p.399). Multiple reasons where behind this necessity. The first being the explosive growth of population during that time period. This explosive growth is a perfect example why this period fitting perfectly in this research for smart densification strat-egies. The second reason was the technically complex fortification system and the third the water management. However, the areas where the city was planned to expand, were raised, they still lay significantly higher in comparison to the old city Smart city transformation

Political profile

1609 - 1621

1747

1795

1700

Willen IV is given monarch status

1600

Derde uitleg

1600 -1700

1660 -1721

Golden ages

1748

North sea canalaa

1815

Tax-tenant revolt

Vierde uitleg; Canal belt gets its final form

1621

1876

Patriots become city representatives

1800

1602 VOC founded

1889

Willem I becomes King; Amsterdam maintains to be the capital

Amsterdam Central station opened

WIC founded

1997 - 2008

Amsterdamse School

Algemeen uitbreidingsplan (AUP)

Development Zuid-as

1966 Start building Bijlmermeer

2000

1935

1900

1910 - 1930

1940 -1945 1901

1916

1922 - 1927

Woningwet

Haarlemmermeer drained

Plan west by Berlage

Second World War

1970 - 1984 Overflow residents Amsterdam to neighbouring Villages

center. All these factors played an important role i the change in city planning in that period of time in Amsterdam. Also the pragmatic planning of the city were based on simple principles. Straight building blocks are better for the allocation of buildings. These straight buildings led to straight streets and these principles are seen in the expansion of Amsterdam. The straight building blocks that formed using the principle of straight buildings formed the base of the canal blocks with houses. These straight blocks formed the base of the plan of the fourth expansion of by Daniël Stalpeart. The design of such a block is shown in the development of housing typolo-gies throughout the history of Amsterdam. Amsterdam in a standstill (1700-1800) The economic development stagnated within the Netherlands, as well as in Amsterdam. The city lost its important position in the world trade. This lead to a standstill in the development of the city. This is also clearly visible in the map that shows the development of the urban form of the city. The Part I

city barely grow in this period. There was also a political change afoot.. Multiple revolts where happening during this period and a large unrest between different layers of the population prevailed (Feddes, 2012). The start of the industrial revolution (18001900) Slowly during the nineteenth century the industrialization gets its grip on Amsterdam. The developments connected with the industrialization, like the move from the countryside to the city are becoming noticeable in the nineteenth century. The population starts to grow the amount of people that need to be housed in the city increases as well (Heidenreich, 1998). This increase of its population is noticeable in the timeline of the city. From the mid-nineteenth century the population increases rapidly. During this time there is little to no regulations were in play with regard to housing requirements. The quality of living took a bit hit until the beginning of the twentieth century and the housing shortages grew. (Municipali

ty of Amsterdam, 2022). Political change (1900-1945) The problematic living conditions for the working class was noticed at political level as well. In 1901 the housing law (Woningwet) was implemented. This law had a large impact on the way cities developed housing facilities for its inhabitants. Large amounts of subsidies were available and housing cooperations started to develop new neighborhoods in the city. (Vries, 2014). Architecturally, the garden cities started to appear in Amsterdam as well as a new architec-tural movement, the Amsterdamse School. Hendrik Petrus Berlage was one of the most influ-ential architects of the early twentieth century and inspired the architects of the Amsterdam-se school. The style of Berlage was recognized by its large scale building block with clear geometric order (Stuard, 2014). Comparing the style of Berlage with the canal buildings. They were in size comparable, but the blocks of Berlage were built to express unity and within the block little to no difference was noticeable between buildings. In the canal block the buildings differed based on its location within the block. The Amsterdamse school took the ideas of Berlage a base but made their designs more ex-travagant and dynamic. The movement influenced the development of Amsterdam until the Second World war (Museum het Schip, 2019).

Historical analysis Amsterdam

Post-war reconstruction Amsterdam did not suffer severe damage to its city, as for example Rotterdam did, but the country had to recover from the war. There was a shortage on the housing market due to the destruction of houses in the war and the large increase of population. After the war a phenomenon known as the baby boom took place in the Netherlands. In Amsterdam this led to the building of the neighborhood’s Westelijke Tuinsteden and the Bijlmer. These neighborhoods are recognized by their large scale slab buildings. These type of buildings fitted the modernistic movement that was dominant during that time. These buildings were cheap and quick to build and therefore were

seen as the perfect solution for the problems of that time (Visser, 2021). This is one of the first large scale building projects of Amsterdam where large apartment buildings were the dominant building type. The typology of these buildings stand in sharp contrast with the typology that was present in the rest of Amsterdam in that time. From the ninetees till now Amsterdam seen a decrease in population from the early seventies till the mid-eighties but, from 1984 the population started to grow again. Again the city faced an enormous housing shortage and 100.000 new buildings had to be added to the city. Multiple impoverished neigh-borhoods saw a revitalization and a the harbor is transformed into an area to live in after los-ing its economic importance in the city. Together with the transformation of this area, Ijburg is created. This is an artificial island in the western harbor area (municipality of Amsterdam, 2022). The revitalization of this area, with the help the newly created island, a new typology saw its entrance in the city. Large scale apartment buildings are typically seen in this district. An ex-ample of this is the Whale building by Cie architects. This building has actually the same size as a Berlage block but it houses twice the amount of program in it (Cie Architects, n.d.). The fur-ther densification of Amsterdam has begun. towards a sustainable future Looking at the future of the city, the municipality again is challenged with the problem of housing shortage. The city has plans to start densifying and improving the city within its cur-rent borders (Municipality of Amsterdam, 2021). The density of the buildings in the city will naturally increase as well. An example of this is the planned Sluisbuurt..This neighborhood is characterized with A mix of low, mid and high-rise and introduces a completely new typology in the city (Municipality of Amsterdam, 2022).

Smart city transformation

Typological development Amsterdam

Sluisbuurt (Not yet build)

Whale building (2003)

Bijlmer (1960’s)

Building height

Plan zuid by Berlage (1902’s)

Canal Houses (1600 - 1700)

m Ti

Part I

Development urban from Legend Existing buildings New buildings Source: Openstreetmap & Abrahamse

Historical analysis Amsterdam 0

10 km

1625

1900

1721

1900

1950

2016

20 km

Smart city transformation

Part I

Demgraphci infrographic 0-10,000

Amsterdam Demographics

10,000-20,000 20,000-30,000

Resident Number

Nationalities

30,000-40,000

Distribution foreign residents

Nationalities foreign residents

873.338

40,000+ Other

Turkish Surinam Antlian Moroccan Western

Ratio by Gender & Age

25.000.000

10%

15%

20%

25%

30%

35%

20.000.000 15.000.000

Population Spread

10.000.000 5.000.000 0

0-14

15-24

25-54

2013

100

55-64

65+

80 75-79 65-69 55-59 50-54 45-49 40-44 35-39 30-34 25-29 20-24 15-19 10-14 5-9 0-4

Share of foreign residents

51% 60

First generation migrant

49%

13%

100 (*10,000 inhabitants)

Age

2010

100

80 75-79 65-69 55-59 50-54 45-49 40-44 35-39 30-34 25-29 20-24 15-19 10-14 5-9 0-4

87%

Population division by age

Dutch

100 (*10,000 inhabitants)

350000 300000 250000 200000 150000

Household Composition

100000 50000

0 0-15

15-25

25-45

45-65

65+

Couples --> 22%

Singles --> 54%

Couples with Children -->24%

Percentage of one 87% parent households

One person households

29.77%

35.1% 64.9%

Income Average Household Income

Demographics Amsterdam

< 36.500€ 36.500 - 39.500€ 39.500 - 41.000€ 41.000 - 47.000€ > 54.000€

Smart city transformation

70.33%

Demographics The demographic within a city play an important role in the future developments. What trends are currently going on in the city and what effects do these trends have on the future expansion of the city, or maybe a decline has already been triggered. Looking at the demographics of Amsterdam several numbers stand out. The first is the population of the city. Amsterdam has the highest population in its history (Netherlands Central Bureau of Statistics, 2021). After a decline in population during the last part of the twentieth century, Amsterdam has been proven to be an popular city to live in. According to a research done by the municipality of Amsterdam (2022), this will not change in the near future. In 2037 the forecast is that the city will house over one million inhabitants. This growth is important to take in mind when looking for example at the housing stock in the city and the way these extra inhabitants will be offered a house. Here again the importance of the analysis of smart den-sification strategies, that are discussed in this book, is shown.

way current structures within the city are build-up. Elderly as well as one-person households (Haase et al., 2013; van Hoof & Kazak, 2018). The last topic that is interesting to highlight is the income division in the city. This division is interesting to look at for the analysis of the housing market of Amsterdam. The highest incomes in Amsterdam are mainly centered around the historic city centers and the canals surrounding that center (Allecijfers, 2022). A further analysis of the housing market helps understanding why these locations have the highest income in combination with for example housing typologies. Concluding from the demographics of Amsterdam is the major challenge the city faces regarding the accommodation of houses for the growing population as well as the changing household composition with the aging population and the in-crease of single-person households.

Another important finding is the aging population and the increase of one person households (Netherlands Central Bureau of Statistics, 2022). Both aspects will have again an influence on how the city has to plan its city. Both factors need a change in the

Part I

Housing prices

Legend € 0-200,000 average housing price € 200,000-400,000 average housing price € 400,000-600,000 average housing price € 600,000-800,000 average housing price € >800,000+ average housing price Source: Allecijfers

2,5 km

Housing market

Housing Amsterdam

Starting with the typologies predominantly present in Amsterdam is noticeable that terraced houses are the most common housing typology in the city. Terraced houses are present in the old city center, canal district and in the neighborhoods with row housing. When moving more to the outskirts of the city, apartments and villas become more present. The apartments are especially dominant in the Amsterdam Zuidoost. The housing typology presented in the historical analysis that is typical for the neighborhood Zuidoost. The Bijlmer district is part of this neighborhood and the typical slab apartment buildings is abundantly present in this neighborhood. In the neighborhood Noord, and in specific district Waterland, the number of villas increases significantly. This district is characterized by its rural and open landscape. Looking at the housing prices and the housing density, An interesting relation can be found, The housing

5 km

prices and the housing density correlate with each other. Looking at the maps, when the density increases, the housing price increases as well. A sidenote for this is that the density is based on the amount of buildings and not on the amount of people living per square kilometer for example. Also, the scale of the districts is fairly large. Take for example the previously discussed district of Waterland. In the figure, this district is part of the larger neighborhood Noord. The density in the southern areas of this neighborhood is significantly higher than in Waterland. However, in the centre the density of buildings is high and the dominant typology are terraced houses. This means in general houses where one family live. When taking that in consideration, the density is also high in these areas. Despite the high density, people are still willing to live in these areas and give them high appreciation ratings. In the fragment analysis the specific qualities of these areas should be investigated.

Smart city transformation

Dwelling density

Legend 0-15 dwellings per hectare 15-30 dwellings per hectare 30-45 dwellings per hectare 45-60 dwellings per hectare 60+ dwellings per hectare

2,5 km

5 km

Source: CBS

Housing type

Legend Slums Apartments Terraced houses Detached houses Villas Source: CBS

2,5 km

Part I

5 km

302 35%

19%

24%

Use of transport modes within city center

44%

18%

26%

Use of transport modes outside city center

Rate of motorization Per 1000 inhabitants

40%

49%

10%

Motorization of households

265.000 P

Amount of public parking spaces

Mobility Mobility has an important role in the way cities are experienced. Mobility changes constantly and the viewpoint how mobility should be approached changes constantly as well. Therefore, the role mobility and urban planning and development cannot seen separately (Bertolini, 2012). During its long history the mobility in Amsterdam has changed as well. This chapter will analyses how the development of Amsterdam and its mobility currently influences the city. General facts about the mobility system starting with some general findings about the mobility system of Amsterdam. The first topic that stands out compared to other cities around the world, but not in the Netherlands, is the importance of bicycle travel, Cycling is the most used transport mode on a daily base in Amsterdam (Municipality of Amsterdam, 2021). Looking more in depth in the cycling infrastructure and the cultural aspects of it helps getting a better un-derstanding why this mode of transport is this important in Amsterdam, as well as in the Netherlands.

Mobility Amsterdam

846

Besides the cycling infrastructure is the fairly low amount of parking spaces and the discoursing policy with regard to private car parking as well as public car parking interesting. The municipally is pursues actively to discourage the use of cars in the city center. They try to do this by steadily increasing the parking fees and providing less parking spaces in this area of the city (Municipality of Amsterdam, 2021) All in all the mobility system of Amsterdam is a complex collaboration between multiple transport modes. The car network, cycling network and the public transport network will be discussed in more detail to give a clear summary where the mobility system of Amsterdam is lacking and where its potential lie.

Number of bicycles Per 1000 inhabitants

1465.3 km

551

Cyclists only

Tramstations

Cars and cyclists

Metrostations

Pedestrian and cyclists

Train stations

Length of cycling lanes

Number of railway stations

€1,01+ €0,18 p/km Cost of public transport (single ticket)

Car infrastructure Looking at the car network of Amsterdam several conclusions can be drawn. A ring road of highways forms the regional base of connecting the city to the rest of the Netherlands. Clearly the highways are lain out in such way that they form a ring around the city. For secondary roads present in the city, the currently is a fine meshed network of roads present in the city. The transport introduction of cars have had an impact on the mobility system in the system. Looking at the structure of the road network, the roads follow the structure of the city in the city centre. The large infrastructural developments do the opposite. The highways and rail networks create a barrier within the urban form of the city and can be seen as structure defining elements in the city. Cycling infrastructure As a Dutch city the bicycle has an important role in the transport system of the city (Tjong Tjin Tai et al., 2015). This is clearly visible in the bicycle infrastructure of Amsterdam. Looking at the map that shows the main cycling network in combination with the supporting network. Throughout the city these is a cycling network available, except for the harbor area. The presence of cycling infrastructure throughout the whole city helps maintaining the importance of this transport mode in Amsterdam (Wilson & Mitra, 2020). Also, with regard to sustainability goals the bicycle has an important role to play. The obvious advantage is that is does not require fossil fuels but secondly it also requires significantly less space. Precious space, concluded from the analysis conducted on the demographics and housing market of Amsterdam.

Smart city transformation

Car infrastructure

Legend Motorway Primary Secondary Tertiary Source: Municipality of Amsterdam

2,5 km

5 km

Public transport The public transport network in Amsterdam consists of a tram, metro and train system. There is also an extensive bus network present in Amsterdam but that will not be discussed in this analysis. Looking at the three public transport network, the tram is the most extensive present in Amstedam. There are a total of 14 tram lines present in Amsterdam. They are

Part I

Bicycle infrastructure

Legend Main bicycle network Secondary bicycle network 2,5 km

Source: Municipality of Amsterdam

5 km

Public transport infrastructure

Mobility Amsterdam

Legend Train Tram Metro Source: Municipality of Amsterdam

2,5 km

5 km

Smart city transformation

Amenities

Legend Main hospitals Schools Universities Green space` Urban area

2,5 km

5 km

Source: Municipality of Amsterdam

Amenities Looking at the amenities, there can be concluded that regarding the facilities are spread fairly well over the city. The number of school is the highest in the center and declines when moving more towards the outskirts of the city.

that are located at the borders of the canal district for example. The Vondelpark and the zoo of Artis are located on this border for example and add green buffer zones to the city.

The hospitals are concentrated around one area. This area is well connected to the main infrastructure network of Amsterdam. This ensures that the hospital is easily accessible and can be reached quickly when an emergency occurs. The VU (vrije universiteit) medical hospital is also located in this area. This the medical building of one of the universities in Amsterdam. The other university campuses are located in the old city center or at the science park of the University of Amsterdam. Another noticeable element of the amenities is the availability of green at the borders of the city. The city center itself lacks green apart from the large parks Part I

Infographic sustainability

Sustainability Renewable energy sources

Water consumption and CO2 emissions

Others

119 L

Solar

5.0

Wind power Biomass

Daily water consumption (liters per capita)

Annual CO2 emissions (tonnes per capita)

Goals and ambitions

2030

2040

2050

55% CO2 reduction

Exit natural gas

Climate neutral

53 km2

Sustainability Amsterdam

54 km2 220 km2

Smart city transformation

Heat island map (Wind chill)

Legend 46°C wind chill 43°C wind chill 40°C wind chill 34°C wind chill Water Source: Municipality of Amsterdam

2,5 km

Sustainability The sustainability goals set by the municipality are in line with other cities in Europe. Berlin and Eindhoven have the same goal to be climate neutral by 2050 (Municipality of Amsterdam, 2022 & Municipality of Eindhoven, 2022 & Municipality of Berlin, 2022).

5 km

When looking for city densification the effects this might have on the city should be taken in mind as well and therefore an overview of the city strategy and its implications will be explained in the sub-chapter about the city strategy.

However, every city is different and the so each strategy has to adjust on its city. Take for example the water surface in Amsterdam. Amsterdam has approximately the same surface of green as water. Both surfaces help with the reduction of urban heat islands but act differently. As Green areas are able to maintain a constant temperature better and water bodies are able to maintain a lower base temperature. When designing a sustainable city, these factors should be taken in mind (Ghosh & Das, 2018).

Part I

Infographic city strategy

‘A human metropole’ VISION

Give growth a place within the city accompanied by renewal and circular economy OVERARCHING PLANNING GOAL

Five strategic choices form the base creating a human metropole Five strategic choices

Polynuclear development

Growing within its borders

Sustainable and healthy movement

Rigorous ‘greening’

Making the city together

CONCEPTUAL SPATIAL FRAMEWORK

City strategy Amsterdam

Smart city transformation

City strategy

Legend Improve current situation Transform current situation (redevelop) 0

2,5 km

5 km

City strategy Amsterdam has set up a vision document where the municipality sketches a situation for the city in 2040. They want to develop themselves into a so called human metropole.

The next choice focuses on providing sustainable and healthy movement. This topic is about making the mobillity as susatainable as possible. This is not only looking at making cars less poluting but also how to ecourage people to use active modes of transport.

5 strategic choices have been made to make this possible. Each of these 5 choices will be explained shortly. The first choice is polynuclear development. This means that the city want to develop the city on multiple nuclei. Not focusing on one specific area within the city but develop the city on multiple locations and multiple manners.

The next topic is about rigorous greening. The city want to extend the green structure of the city as well as incorperating more green within the urban tissue.

The second choice is to grow within its own border. Choices like this are a perfect example why densification strategies are becoming more important. Cities want to improve the city by improving the city within its border instead of the ever ongoing expansion. This way there is a more in depth look at how to make the best use out of the land that is provided. Part I

The last choice is about making the city together. More civilian participation helps get people feel more connected to their neighborhood as well as getting more input about the topics that the inhabitants of the city find important.

Insert city picture here

Canal district Introduction This part of the booklet will focus on a specific fragment in Amsterdam. The location of the fragment is shown on the figure on the page on the right. This location is chosen based on the analysis. Amsterdam its densification started relatively early compared to other cities in this book. Therefore, it is interesting to select a fragment in the city that represents the densification of Amsterdam in its early stages. The chosen fragment lays in the middle of the canal belt and was built during ‘de vierde uitleg’. As concluded in the historical analysis this city expansion was the first real urban planned expansion of the city. Often ‘de derde uitleg’ is seen as the first planned expansion of Amsterdam, but several sources question this. Based on research of Abrahamse (2010), we can conclude that ‘de vierde uitleg’ was indeed the first planned expansion of the city.

Amsterdam Canal district

on satisfaction numbers (Municipality of Amsterdam, n.d.). The main goal of this analysis is to get a better understanding what elements of densification of this specific fragment can be classified as smart can be used a framework for densification strategies all over the world.

Fragment location

This expansion is characterized by its straight building blocks. The chosen building block represents such straight block. This block will be analyzed thoroughly to get a better understanding on the densification strategies present in the block. Due to its age, it is interesting to see how the block developed over time and what elements have changed and what elements maintained a stable factor in the fragment. Analyzing an older fragment helps with presenting smart densification strategies for cities in the future. One element of smart densification is flexibility and adaptability. This fragment already exists over 300 years and has survived the test of age fairly good. The district where the fragment is located scores well Smart city transformation

Site map

Legend Buildings Garden plots Streets Canal Redevelopment axis Fragment area 0

50m

Trees

100m

Maintaining historical plans

Source: Google Maps

Role of trading The fragment is located in the neighborhood Grachtengordel-zuid. This neighborhood is situated between two canals. On the Northern side of the plot, the Herengracht is located and on the southern side the Keizersgracht is located. These canals were one of the most important trading routes during the golden age of Amsterdam and the buildings were used as an extension of this trading. The buildings housed a combination of living and trading functions when they were originally build. However, not only the canals were used as transport route. The roads were used by pedestrians, horses and coaches. The fragment is located right next to a road that served as a radial transport connection. Shown in the figure, such a connection was used as a link between the different canal blocks. The figure shows one canal block and the several connections present in such a block. To conclude. The city exPart I

pansion was possible because of the strong trading position of Amsterdam and the expansion of the city is designed to facilitate the trading as best as possible (Abrahamse, 2010).

Radial transportation concept

Legend Analyzed building block Building block in canal district Street Water Radial transport connection

Travel distances to important location in the city Harbour area (5 km)

City center (1 km)

re n

Zuidas + VU (+-4 km)

ht ac gr rs ize Ke

Museumplein (+-1 km)

ie ul

g rs

g Re

UVA (+-5 km)

Current situation of the radial axis Currently this main transport axis can still be noticed when looking at the routing towards important loca-tions in Amsterdam. The radial connection is the link between the north and south of the city.

Amsterdam Canal district

Main commercial axis

This importance respecting the connectivity explains the importance the street has currently for commercial use. The historical radial connection form the base for commercial function on this axis in the fragment. This leads to one of the principles found in the fragment for smart city design. Create a mixed use of func-tion within the fragment and base the commercial functions on the buzziest axis.

Redevelopment axis Maintaining historical plans

The exact division of functions within the fragment will be explained further on in this chapter.

Smart city transformation

Plinth functions

Legend Housing Hotel Commercial Cultural Governmental

Redevelopment axis Maintaining historical plans

Change of function Where historically seen the canal buildings had a focus on trading this changed over time. Most of the build-ings were completely transformed to function on living. Gijsen (2011) has extensively researched two canal buildings that are similar to the buildings present in the fragment and shown that the buildings did not change that much when transitioning from trading and living focused to completely living focused. The main change was the restructuring of the rooms and room sizes in the buildings. Being able to adjust the main function of a building fairly simple is another example of a smart densification strategy. Being able to freely adjust the buildings on a site, without completely transforming or even demol-ish a building helps adjusting to the demand of future times. One sidenote that has to be made on this strat-egy to what extend the initial design of the fragment took this in mind and if it possible to design qualitative buildings with that much flexibility. Part I

50m

100m

However, it is interesting to see what functions there are present in the plinth in the fragment. As previous-ly mentioned, the division of functions within the fragment can be clearly explained when looking at the map that shows the plinth functions. The radial axis is clearly used as the commercial axis of the fragment. The rest of the functions in the plinth predominantly have their focus on housing and sporadically on other func-tions, mostly related to leisure. Like, hotels and museums. The division of the functions in the plinth help coupling back to the first principle about the main commercial axis, where you can see that there has been located a diversity of function within this axis of the fragment.

Courtyard The courtyard has an important role in the design of the canal block, especially for the carnal blocks during the Vierde Uitleg. Economically the city prospered like never before and there was money in abundance. Together with the lessons learned from the lack of planning and design of the city during the Derde Uitleg. More space was preserved for the courtyards.

The courtyard offers an escape from the buzzy city and is therefore one important principle of this city fragment regarding smart densification and creating a pleasant living environment. Courtyards help creating an environment where livable urban density has a central focus according to Sim, & Gehl. (2019).

The building block located within the fragment was created to serve the wealthy tradesman of its time. Be-sides the trading facilities the buildings had to offer, facilities like gardens were important for the people who lived in these buildings. The courtyard has been designed since the beginning as a place for the inhabitants to enjoy the advantages of a private garden. The division of the private gardens was also based on the wealth of the owner. As seen in site map, the garden plots are not equally distributed. This was based on the wealth of its buyer. Where the more wealthy were able to buy a plot for the building and a large garden and the less wealthy only a plot with a small garden or even no garden (Abraham

Main commercial axis

Therefore, the presence of a courtyard is the next principle of smart densification in this fragment.

Section

Amsterdam Canal district

Smart city transformation

Section location Public space The public space in the area is little. Looking at the section below shows that finding. Looking at the space the courtyard and the water have in the fragment in comparison to the space the public space has, they are not equally divided. Several reasons can be given for this. The first has again a connection with the origin of the buildings. For trading, via water and road, the goods that were stored in the building should be easily be transferred to carriage or boat. This happened via pulleys attached to the facade ( visible in the section). The narrow streets made it possible to easily transfer goods from the canal into the houses (Abrahamse, 2010). The typical staircases present on the sidewalks of the canal zone of Amsterdam were built to optimize the space used and created the possibility to create the ground floor of the building above water level. This way the basement of the house formed a buffer between the moist surface level (VVAB, n.d.)

Redevelopment axis Maintaining historical plans

without losing a pleasant environment forms the last principle of smart densification in the fragment. Despite the relative narrow public space, the presence of green and water make ensure the user with an environment which does not create a feeling of crampedness but still optimize the use of space.

Again making sure the public space is optimally used

Part I

Title Barcelona Subtitle Smart City Transformation Globe

Information about the 1.636.732 Inhabitants city 101,35 km2 surface area

16,149.3 inhabitants/km2

512 m height difference

Spanish

Barcelona is the second most populous city of Spain, located along the City: north-eastern coast. It Inhabitants: is the capital of the auLanguage: Size city: tonomous community of Nickname: Catalonia, and one of the biggest metropolises on the Mediterranean Sea.

14.361,30 EUR average annual income 40,4% public transport users 48,3% male 51,7% female 30 25 20 15 10 5 0

0-15

15-25 25-45 45-65

65+

15% 0-15 years old 11% 15-25 years old 26% 25-45 years old 29% 45-65 years old 19% 65+ years old

Old map of the city

Image nr.:Title

Old map of the city

Image nr.:Title

Barcelona

Barcelona was originally a small Roman city called Bàrcino, which developed into an important medieval city over the centuries. A wall was built around the heart of the city that kept the structure of a Roman city. This structure is still traceable today. At the start of the 9th century, the territory of what later became Catalonia was organised into comtats, counties ruled by counts based on the territorial divisions of the Visigothic period. Barcelona was the main county in the Catalan lands. Under the protection of the counts, an agricultural and craft-based Barcelona increased its political and commercial importance and grew rapidly. The Roman walls were now too small, so unprotected urban centres developed outside the walls. The rise of the Generalitat of Catalonia, the main Catalan governmental institution, led to a glorious age that favoured urban development. First, a new wall expanded the city by drawing neighbourhoods into it. The Romanesque churches were rebuilt and new buildings arose in characteristic Gothic style, resulting in magnificent heritage all around the city. The craftsmen and merchants of medieval Barcelona had established the city as a major maritime power, but when the Crown of Aragon became part of the new Spanish monarchy, the activity weakened. Barcelona was also weakened after the War of the Spanish Succession, but the construction of a new port and opening up sea trade at the end of the 18th century revived new activity. New industries and sectors spread and strengthened throughout the 19th century, and large numbers of workers arrived in Barcelona and populated the new neighbourhoods outside the city walls.

With the population increasing, the city freed itself from the old medieval walls and entered an expansion phase based on the designs of town planner Ildefons Cerdà, known as the Cerdà plan. This led to building a new district, the Eixample. A new bourgeoise, made wealthy by the rise of industries, transformed Barcelona, adapting it to modern times. Architects like Antoni Gaudí filled the city, especially the new Eixample neighbourhood, with Art Nouveau buildings. This era also saw the start of the Renaissance, a new stage in the recovery of the Catalan culture and language, which had been put down since the War of Succession. This, in turn, started a new political Catalanism. The introduction of light at the start of the 20th century marked a new stage for Barcelona as an industrial city. The Companyia Barcelonesa d’Electricitat was set up and by 1925 produced 70% of Catalonia’s power. Need for more workers led to the growth of the working class. At the same time, an outburst to revive the Catalan culture dressed the city in a new style of architecture, that saw a return to more classical forms of Mediterranean heritage. On April 6th 1914, the Mancomunitat was inaugurated. This institution allowed the four Catalan provinces to unite. The city experienced industrial growth, leading to the introduction of new sectors and a big migration wave between 1920 and 1930. This resulted in the construction of 13.000 buildings in the city. New infrastructures were built, like the sewage system, and the metro as a new form of public transport.

Smart City Transformation

Population growth General Rivera’s coup, the imposition of a dictatorship in Spain and the dissolution of the Mancomunitat in 1925 destroyed the Catalan political hopes. The outbreak of the Spanish Civil War in 1936 ruined many parts of the city, leaving painful wounds. General Francisco Franco installed a dictatorship after the war in 1939, and subjected the Catalan people and culture to strong repression, making the Catalan language forbidden in public. The post-war economic destitution lasted well into the 1950’s, when the economy revived again. Growth of companies led to a new wave of migration that continued for decades. New neighbourhoods were built and Barcelona became a large, densely populated metropolitan area. With the restoration of the Generalitat in 1977, Barcelona was reinstalled as the capital of autonomous Catalonia. Urban development took off again in the 1980’s, especially stimulated by the city hosting the 1992 Olympic Games. That produced a construction fever that included new neighbourhoods, large infrastructures, a bigger airport, better urban transport and a new waterfront. Since then, Barcelona has continued to grow and change in line with the style of the new times. It is now the number one Smart City in Spain, and the fourth in Europe. The graph above depicts the population growth and decline caused by important events. The following maps show the urban growth of the city over the centuries. Part I

Topography The city of Barcelona is located along the north-eastern coast of Spain, facing the Mediterranean Sea. It lays on a plain generally confined by the river Besós in the north, the river Llobregat in the south (both just outside of city borders), and the Collserola mountains in the north-west, of which Tibidabo has the highest point of 512 metres. Near the coast is the rocky yet small mountaintop of Montjuich, at 173 metres high. The city has a strategic location, was heavily fortified and did not spread much beyond its medieval walls until the 19th century. The combination of a concentrated core with a highly developed industrial belt has made Barcelona one of the most congested cities in the world.

Urban growth

Barcelona

Legend Existing urban form Urban growth Source: Museu d’historia de Barcelona

1750

Smart City Transformation

Urban growth

Legend Existing urban form Urban growth Source: Museu d’historia de Barcelona

1890 Part I

Title map

Barcelona

Legend Existing urban form Urban growth Source: Museu d’historia de Barcelona

1935

Smart City Transformation

Title map

Legend Existing urban form Urban growth Source: Museu d’historia de Barcelona

2010 Part I

1640

1618-1648

1800

1700

1600

Bloody Corpus

1701-1714

Thirty Years’ War

War of the Spanish Succession: Charles II died without leaving an heir

1659 Treaty of the Pyrenees

1931

1900

Inauguration Mancomunitat: 4 Catalan provinces unite

1975

proclamation Second Spanish Republic: ending monarchy of king Alfons XIII

Juan Carlos I king of Spain

Political profile

2000

1914

1939-1975

Barcelona

1909

1925

1936-1939

general strike resulting in Tragic Week

Dissolution Mancomunitat: result of dictator M. Primo de Rivera

Spanish Civil War

Tensions with the central power were common throughout the 16th and 17th centuries, and the war that Philip IV was waging against France imposed a big economic burden on the counties in Catalonia. This resulted in the Catalan people revolting in 1640, an event that is known as the Bloody Corpus. France and Spain signed the Treaty of the Pyrenees in 1959. When the last Monarch of Spain died without leaving an heir, an international conflict was unleashed in 1701: the War of the Spanish Succession. Barcelona was seriously weakened following the war.

dictatorship Francisco Franco

1976 Re-establishment democracy

Smart City Transformation

1640

1618-1648

1800

1700

1600

Bloody Corpus

1701-1714

Thirty Years’ War

War of the Spanish Succession: Charles II died without leaving an heir

1659 Treaty of the Pyrenees

1931

1914

1975

proclamation Second Spanish Republic: ending monarchy of king Alfons XIII

Juan Carlos I king of Spain

1900

2000

Inauguration Mancomunitat: 4 Catalan provinces unite

1939-1975 1909

1925

1936-1939

general strike resulting in Tragic Week

Dissolution Mancomunitat: result of dictator M. Primo de Rivera

Spanish Civil War

dictatorship Francisco Franco

1976 Re-establishment democracy

Political profile Many decades later, with the growth of the working class resulting from the increasing industrial activity, in July 1909 a general strike broke out that developed into a revolt known as Tragic Week. During several days churches and convents were burns, along with fires throughout the city. The social unrest continued and the consolidation of the labour movement led to important changes, most importantly the introduction of the 8-hour work day. On April 6th 1914, the Mancomunitat was inaugurated, uniting the four Catalan provinces. However, in 1925 the Mancomunitat was dissoluted as a result of the imposition of a dictatorship in Spain.

Part I

The Spanish Civil War broke out in 1936, causing deep harm to the city that supported the Republicans. The dictatorship installed by General Francisco Franco in 1939 repressed the Catalan people and their culture strongly. The 1960’s and 70’s saw the start of a movement demanding the restoration of democracy and the return of lost rights, among them the reinstitution of the Catalan culture. This was only achieved after the death of General Franco, in 1975, and the re-establishment of the democracy a year later. The restoration of the Generalitat in 1977 saw Barcelona again become the capital of autonomous Catalonia.

361 2,3%

40,4% 2,5%

Present use of transport modes

Use of transport modes goal 2024

105.545

13,4% 46,3%

41,3%

22,3% 31,9% 21,1% 35,1%

Rate of motorization Per 1000 inhabitants

31,4%

9,0%

Motorization of households

Bicing users

116 km

263

295,5 km

Cyclists only

Tramstations

Tram

Cars and cyclists

Metrostations

Metro

Pedestrian and cyclists

Train stations

Train

Length of cycling lanes

Number of railway stations

Railway distance

€2.40 Cost of public transport (single ticket)

Mobility infographic The modal split of Barcelona favours public transport as the main use of transport in the city, given that the public transport covers 91% of the city area (Urban Mobility Index, 2018). The use of public transport has risen progressively over the last decade, however the demand has remained stable over the last few years (PASTA, n.d.). The walking share is notably high due to nice weather conditions and Barcelona being a dense city, providing residential and commercial

facilities that can be accessed on foot. The car share is currently at 22,3%, and the municipality has stated in the Urban Mobility Plan, or Pla de Mobilitat Urbana, (PMU, 2014) to reduce this share to 21,1% by 2024. Among the other shares in the split is not a drastic change goal set either. Even though one fifth of the trips is made by car, almost half of the households in Barcelona have at least one car, resulting in 361 cars per 1000 inhabitants.

Barcelona

Smart City Transformation

Legend Motorway Primary Secondary Tertiary Source: Ajuntament de Barcelona

Car network Still, the car network is the most extensive mobility network in the city. Traffic congestion in Barcelona affects 320.000 people a day (Catalan News, 2019). One of the main issues is a loss of time, with each driver losing up to two days (47.8 hours) on average every year while being stuck in traffic. The traffic network map clearly shows a ring road, with one main diagonal and a grid structure within. The ring roads were completed in 1992 to link the four Olympic areas: Montjuïc, Vila Olímpica, Vall d’Hebron and Diagonal, but extended its boundaries between the rivers to define a new urban space that confirmed the change of scale from city to metropolis. This new territorial dimension brought a fundamental change in the mobility system between the nearby municipalities, but also removed pressure from the centre, turning congested roads that entered the city into more peaceful streets (Barcelona City Council, 2019).

Part I

Among the total 66 actions of the 2013-2018 Urban Mobility Plan (Pla de Mobilitat Urbana, 2014), 18 are aimed at car traffic. Present-day environmental objectives oblige the city to reduce global emissions associated with mobility. To do this, different plans of traffic management need to be analysed. It will be necessary to study different modes to see the differences between the plans of traffic management, and to decide the most effective measures from the environmental point of view. The Plan also encourages the model to shift from private vehicle towards public transport, bicycles and shared vehicles. The Plan also wants to promote underground parking and eliminate the negative effects associated with surface parking. Finally, the main and most drastic change that the Plan provides is the implementation of the superblock model: “increased pacified space with pedestrian priority”. This model will be explained in more detail in the following chapter.

Legend Cycling routes Bicing station Source: Ajuntament de Barcelona

Bicycle network

Barcelona

As shown before, currently only 2,3% of the population uses cycling as a mode of transport (PMU, 2014. This can be deducted from the fact that the cycling network of Barcelona is only 116 kilometres long. In the current situation, bicycle network with a coverage of 300 metres only reaches 72% of the city. The Urban Mobility Plan aims to increase this percentage to 95% (PMU, 2014). However, even though the cycling network is not as elaborated as other current networks, the city has introduced a characteristic system: Bicing. Bicing is a public transport system based on the shared use

of bicycles which are made available for making trips within the city of Barcelona, and was introduced in 2007. It is a simple, practical and sustainable service that can be used as an ideal complement to the city’s public transport for making short daily trips. The subscription allows the user to use the bicycle for 30 minutes per trip, as many times as are necessary on the same day, and gives the option of both traditional bikes and electric bikes (Ajuntament de Barcelona, n.d.). The map above shows that there are plenty of place where the user can pick up or drop off a Bicing bike.

Public transport

Smart City Transformation

Legend Train Metro Tram Source: Tourism in Barcelona

Public transport Barcelona has a large area, but it has a modern and well-developed public transport network to get anywhere in the city. This network covers 91% of the city area (PMU, 2014). The metro, busses and trams all run at a very tight schedule and until late at night. In addition, the city also offers railways, sightseeing busses, taxis, local trains, night busses and many more (Barcelona Tourist Info, 2021). Despite the wide range of transport modes, it is still easy and convenient to travel around the city. The metro, busses, trains and

Part I

trams in Barcelona are all linked as one transport network. A single ticket can be valid for almost all means of transport. Almost all sights are within walking distance of a metro or tram station. The FGC is the Catalan railway company operating the suburban trains. Trains run along the Costa Brava to Blanes, 50 kilometres away, to the airport, along the coast to Tarragona. The lines meet in Barcelona, where they travel underground, like the metro, and are integrated into the public transport network.

Legend Main hospitals Schools Universities Green space Urban area Source: Ajuntament de Barcelona + QGIS

Amenities

Barcelona

The ring structure of the mobility network of the city is also visible in the amenities distribution. Most of the amenities are clustered within the ring, while the Collserola hills and the Montjuïc district have less amenities. These areas are also less densely populated, so the need for these amenities is lower. The amenities map and economic profile map show almost an inverted image of each other. This could be explained by the large economic areas having one dominating sector, instead of a need for different amenities throughout the area.

Smart City Transformation

Legend Business area Industrial area Cultural/touristic area Commercial area Education area Source: Ajuntament de Barcelona

Economic profile The Catalans are known for the business intuition. Emphasis commercially is on small firms and large chain stores. It has become a trend to attract major international investors to the region. The city has a free economic zone near the port in Montjuïc, the Zona Franca, where distribution centres are located. Barcelona is a major location for conferences, exhibitions and trade fairs. The city has a thriving stock exchange and is a major internationally commercial and financial centre. The city’s industry is relatively up-to-date, and has long-established external markets to provide stability. Almost a quarter of Spanish export comes from Catalonia, and three-quarters of Catalan industry

Part I

is located in Barcelona, which results in one-fifth of Spain’s industrial output coming from Barcelona. In the past the textile industry dominated the city’s economy, but its relative importance has declined as the service sector developed. Chemicals, pharmaceuticals, automobiles, electronics and appliances are among the city’s main industries. The University of Barcelona is one of the seven universities in the city, founded in 1450. Others include the Autonomous University of Barcelona, founded in 1968, and the Polytechnic University of Catalonia, founded in 1971. The schools and universities in the city generally teach in the Spanish and Catalan languages (Brittanica, 2021).

Demographics Nationalities

Population

Share of foreign residents

1.636.732

Foreign 21%

Population Spread

79%

Spanish

Nationalities foreign residents 51,7%

France

48,3%

China Pakistan Italy

Ratio by Gender & Age

750.000

10%

Distribution foreign residents

600.000 450.000

<100

300.000 150.000

100-200

0-14

15-64

65-84

85+

200-300 300-500

Barcelona

>500 Age 80+ 75-79 70-75 65-69 60-64 55-59 50-54 45-49 40-44 35-39 30-34 25-29 20-24 15-19 10-14 5-9 0-4 80

80 (*10,000 inhabitants)

Smart City Transformation

15%

Demographics Household Composition

Income Average Household Income Index

Singles with children

Singles 12,3% 31,3%

30,1

Couples with children 26,3%

Couples

Household size 250.000

200.000

Very low (<63)

150.000

Low (63-79) 100.000

Medium Low (79-100)

Medium high (100-126) High (>126)

50.000

Average Income by age group

Average Income by Gender

50.000

+ 40.000

Annual (€)

28.649

32.868

24.618

Average age (years)

41,0

43,8

42,2

Occupation rate

51,5%

56,1%

47,6%

30.000

+ 20.000

10.000

0-24 25-29 30-34 35-39 40-44 45-49 50-54 55-59 60-64

Part I

Housing by type of owner

Average house price Price(€)/m2

2200

100

2000 1800

1600

1400

1200

1000

800 600

400 0

2020

2015

2010

2005

2000

1995

Satelite towns gain interest

Average housing price over time

10 0

11,4% 1,6%

0,3%

Public Individuals administrations

Legal entities

0,2%

Religeous Non-profit organisations institutions

0,4%

0,1%

1,8%

Communities of owners

Others

No data

Housing, by owner type

Barcelona

Legend

< €3000 per square metre housing price €3000-3500 per square metre housing price €3500-4000 per square metre housing price €4000-4500 average housing price €4500+ per square metre housing price

Slums Apartments Terraced houses Detached houses Villas

Source: Statista (2021)

Housing price, per district

84,3%

Source: Statista (2021)

Housing typology, per district

Smart City Transformation

Legend < 10.000 inhabitants per km2 10.000-20.000 inhabitants per km2 20.000-25.000 inhabitants per km2 25.000-30.000 inhabitants per km2 30.000+ inhabitants per km2 Source: Statista (2021)

Population density, per district In the north, on the slopes of the Collserola hills, a number of large villas were built in the late 19th and early 20th centuries. These formed a high-class residential zone which has been gradually engulfed by expansions of the city. In the period of 1945 to 1975, large areas of high-rise apartment buildings were built along the main roads and in parts of the urban periphery to house the growing population caused by labour immigrants. The district of La Mina was specifically built to rehouse shanty town dwellers. Today, the district has a sizable gypsy community and the greatest social deprivation in Barcelona. The city’s authorities have been investing into major infrastructure project to tackle inner city congestion problems. The urban development has followed planned gentrification located around high-quality architecture, museums and hotels. The Poblenou coastal district has also seen radical

Part I

transformation. This district was an area of old manufacturing industry. On order to house the athletes of the 1992 Olympic Games, and Olympic village was built on an abandoned factory site. The apartment blocks were designed along the lines of the Cerdà plan. For the mayor of the city, Joan Clos, the village with a density of 60 dwellings per hectare is an example of what should not be done in city planning. A newer development adjacent to the Olympic Village is the Diagonal Mar hyper-community. This district has an even lower density of 48 dwellings per hectare, and is seen as an urban development disaster. According to Clos, such low density areas to not contribute to building a sense of the city. In the goal of the compact, sustainable and dense city, the Eixample of Ildefons Cerdà is seen as the largest success, with a density of 150 dwellings per hectare (Geography Fieldwork, 2022).

Winter temperature (°C) < 10.0 10.0-10.5

Although Barcelona is sometimes windy due to its coastal location, its protective semicircle of Collserola mountains shield it from harsh, cold winds that blow from the north and west. The average annual temperature is 16 °C; January being the coldest month, averaging 11 °C, and August is the hottest, at 24 °C average. The precipitation totals to about 600 mm per year (Brittanica, 2021). Barcelona’s urban heat island effect leads to higher temperatures in the city that in the surrounding rural areas.

10.5-11.0 11.0-11.5 11.5-12.0 12.0-12.5 12.5-13.0 13.0-13.5 13.5-14.0 14.0-14.5 14.5-15.0 > 15.0

e (°C)

Summer temperature (°C) < 21.0 21.0-21.5 21.5-22.0 22.0-22.5 22.5-23.0 23.0-23.5 23.5-24.0

Barcelona

24.0-24.5 24.5-25.0 25.0-25.5 25.5-26.0 > 26.0

Heat map, winter and summer

Smart City Transformation

Legend Improve current situation Transform current situation (redevelop) Expand city borders Source: Statista (2021)

City strategy The Spanish and Catalan governments have agreed to expand Barcelona El Prat airport, a plan costing €1.7 billion (map: blue indication). The Barcelona city council opposed to the plan, but Raquel Sánchez, the transport minister, said the expansion should be done with “maximum respect for the environment” and would promote “sustainable and quality tourism” (Burgen, 2021). Sustainability is a concept very important to this Smart City. Barcelona also introduced the concept of Superblocks in the 2013-2018 Urban Mobility Plan (PMU, 2014). The motive was to reduce vehicular

Part I

pollution and move towards sustainable mobility. The council is now looking at transforming the Eixample district (map: green indication), with its almost square building blocks and strict grid system. The principle shows that the Superblock (three by three Manzana blocks) confines the car traffic and public transport to the outer roads, and introducing a pedestrian priority area within. Beginning in 2022, the urban designers want to remodel 21 streets by 2030. The 2018-2024 Urban Mobility Plan supports this vision of creating 503 superblocks throughout the city in the future (Postaria, 2021).

Eixample district

The Eixample is a district in the middle of Barcelona, north-west of the old city Ciutat Vella. In the 1850’s, Barcelona had grown increasingly dense due to the industrial revolution. The city grew at a faster pace than the rest of Spain and was becoming a European capital, yet the population still lived in a tiny area, restricted by its medieval walls (Bausells, 2016). The walls were causing health risks, almost literally suffocating the population of Barcelona. With the demolition of the medieval walls, the city and the Spanish government had to design and manage the sudden redistribution of the population. This led to Ildenfons Cerdà’s radical expansion plan for a large, grid-like district just outside the old city walls, called Eixample. Eixample is Catalan for “expansion”. Cerdà’s plan consisted of a grid of streets that would unite the old city with seven peripheral villages that later became integral Barcelona neighbourhoods. The united area was almost four times the size of the old city. In the process, Cerdà also invented the study of urbanisation. He decided to avoid repeating past errors by studying how the working classes lived in the old city. He though to find books on this “urbanism”, but there were none. He was forced to do it himself. He was the first scientist to study both what a modern city was, and what it could aspire to be, not only as a cohabiting space for the population, but as a source of wellbeing. This was not a well-known concept back then. The poor health and education conditions pushed Cerdà to design a new type of urban planning; gardens in the city centre of each building block; rich and poor accessing the same services; and well-organised flowing traffic were among the then revo-

lutionary, utopian ideas. Many of these ideas were realised to at least some extent, but not the central gardens. In present-day Barcelona, Eixample remains a characteristic part of the city. The octagonal blocks, chamfered at the corners to deal with traffic.Yet none of these ideas were appreciated by the people of Barcelona at the time. The council initially awarded the public competition for the expansion plan to Antoni Rovira, but in an unexpected intervention imposed Cerdà. He was immediately mistrusted by Barcelona’s architects, who were rivalling with engineers. Leading architects patronised the monotony of the grid structure, comparing it negatively to American cities. Cerdà was a utopian socialist, and at the centre of his urbanism was sense of equality and populist ideology. He had created a district with no class divisions, both for ideological and public health reasons, and the population would spread out equally. There would be no exclusive areas for the rich and the poor. The following decades, Eixample grew with large modernist buildings. Even though Cerdà is barely cited in any urbanism books not written in Spanish or Catalan to this day, he finally began to receive appreciation, even internationally, in the 1980’s and 90’s. At this time, Catalan architects started revising history and recognising him. This increased even more when the city hosted the 1992 Olympic Games. Now Barcelona is consistently praised as an urban success, a success inevitably linked to the work of Ildefons Cerdà. Cerdà transformed Barcelona from a provincial town where it was difficult to live, to a truly modern city (Bausells, 2016). Smart City Transformation

Eixample district in Barcelona

Part I

e Tim Interior gardens restored (1988)

Building Height

Added storeys removed (1976) Added storeys on top (1924) Interior garden into built up area (1891) Building block closes completely (1860-1870) Increase in thickness of blocks (1860) Original Manzana block (1859)

Manzana block development: isometric

Eixample district

But as the years go by, more criticism arose to the Cerdà plan. The grid, with wide roads and chamfered corners was designed for easy passage of the steam tram. Today the grid produces a large number of traffic intersections, prone to congestion, one of his plan’s main failings (Geography Fieldwork, 2022). Other criticisms arise from some of his ideas not being properly implemented. Specifically, the plan intended a garden city in which two sides of each lowrise block would be left open. The Manzana blocks were designed to be 20 metres deep, and 16 metres high (Doerr, 2014). In the 20th century, with increasing population pressure and the need for car parking, most of these open areas were filled in. The timeline above and the sections on the right show the development of one Manzana building block. The mentioned process of increasing the block volume was a gradual process. Already right after the construction process had started, adaptations to the blocks were made to house more residents than intended. Not

only were the two sides of the block connected into a ring around the courtyard, also the courtyards themselves were filled in. Furthermore, most of the blocks were increased in height up to nine storeys by developers to maximise their incomes. These increased in height were undone to restore more daylight in the streets between the blocks. Also, a partnership between the city of Barcelona and various Catalan banks formed the Pro Eixample foundation. The foundation attempted to reinstate some of Cerdà’s original intentions. The main directive was the recovery and conversion of the courtyard into a publicly accessible green space. In total 50 block interiors were recovered, representing roughly 100.000 m2 of space. The Pro Eixample aims to transform 1 in every 9 Manzanas to have a public courtyard, so that all residents of the Eixample have a publicly accessible green space within a 200 metre radius. (Doerr, 2014).

Smart City Transformation

20 m 15 m 10 m 5m 1859: 5 storeys

25 m 20 m 15 m 10 m 5m 1860-1890: 6 storeys

25 m 20 m 15 m 10 m 5m 1891-1941: 7 storeys + built up courtyard

30 m 25 m 20 m 15 m 10 m 5m 1942-1975: up to 9 storeys + 2 story courtyard

30 m 25 m 20 m 15 m 10 m 5m 1976: reducƟon of building height and open courtyard

25 m 20 m 15 m 10 m 5m 1986: 7 storeys and interior garder restored

Manzana block development: section Part I

Past

Present

Future

Eixample district

Future

Superblock development

Smart City Transformation

Aerial view of present-day Manzana block

Superblock model

As mentioned before, Cerdà’s initial design for the Eixample district was to have each Manzana be built up on only two or three sides, leaving space for a recreational green space that would allow maximum sunlight and ventilation while simultaneously providing a green belt for the city (Doerr, 2014). The length of each side would be 113,3 metres, resulting in an area of 12.370 m2. The streets in between the blocks would be 20 metres wide, with 5 metres reserved for pedestrians on each side. But as the population increased, the blocks were closed off into more private courtyards. The number of storeys increased and even the interior gardens were given up to build up a larger area, as is shown in the image above (Westend61, n.d.). After the Pro Eixample foundation, a more radical plan has been designed for the Eixample district. The 2013-2018 Urban Mobility Plan (PMU, 2014) first introduced the superblock model, as shown in the

image above. The main motive of this mobility model was to reduce vehicular pollution and move towards sustainable mobility. A superblock will cover approximately 400 x 400 metres (Mueller et al., 2019). Within the superblock, interior roads will provide a local network that is pedestrian and cycling priority, and secondarily accessible to residential traffic with a maximum speed of 20 km/h. The superblocks will be framed by the based road network that accommodates traffic at a maximum speed of 50 km/h. For optimal access, bus stops will be places every 400 metres at the main intersections of the superblocks. Private motorization is expected to decrease drastically, and traffic is expected to be less congested on the basic road network. In addition to the re-configuration of transport, re-allocation of public spaces are planned: the superblock model represents the development op public open and green space throughout the city, in and outside the superblocks.

Part I

Berlin “Feuerland” Berlin is the capitcal, and biggest city, of Germany. It is, among other things, known for the Berlin wall that devided Berlin into East and West.This chapter analyses the city of Berlin, zooms into the fragment of Meyers hof and the Drukkerijkwartier.

Berlin 3.645.000 Inhabitants German 892 km² Feuerland

12 6 0 x 1.000.000

Insert city picture here

Berlin as a city 3,465,000 Inhabitants

Introduction 891 km2 surface area

3.888 inhabitants/km2

30 m Height difference

German €64.547 a year

Berlin Topography

35% walking as transport

50.8% male 49.2% female 2.000.000 1.600.000 1.200.000 800.000 400.000 0

0-1415-24 25-5960-64 65+

14% 0-14 years old 8% 15-24 years old 54% 25-59 years old 5% 60-64 years old 19% 65+ years old

Berlin is one of the biggest cities within Germany. It is located in the north-east of the country and occupies almost 900 km2. The name of ‘Berlin’ appeared in 1244 for the first time, as well as the name of Kölln (now known as the southern district Neukölln of Berlin).These two cities later merged into one city (Berlin - History, n.d.). As seen in the topography map, Berlin has a height difference of 30 meters (see topography of Berlin). The height difference can be explained by the valley of the Spree River, which runs through the centre of the city (Berlin | History, Map, Population, Attractions, & Facts, 2022). Berlin is surrounded by a vast river and lake area and big forests. Especially West of Berlin, the Forst Grunewald and the Grober Wannsee form a barrier between Berlin city and the city of Potsdam. With almost 4000 inhabitants per km2, Berlin is not a very dense city. Especially not, compared to the other city in this research. Interesting to notice is the unusually high percentage of walking as main transport within Berlin. 35% of the daily travel movements is done on foot.

Smart city transformation

>60m

Topography of Berlin

60-50m 50-40m 40-30m <30 m

Part I

Population growth combined with historical analysis

Currywurst is invented Popula�on*1000

500 450 400

Capital of Prussian Empire Construction of Brandenburg Gate

Fall of the Berlin wall

Opening of U-bahn

Unification of Berlin

350 300 250 200 150 100 50 Thirty year war

Industrialization

WWI

WWII East and West Berlin

2000

1900

1600

Historical development The graph above shows the number of inhabitants in the city of Berlin in different moments in time. On the line, the red dots indicate the moments of development as structured in the Urban sprawl map on the right. Furthermore, different important historical events are displayed above the graph.

BerlinTimeline

The unification of Germany happened only 150 years ago. Before this unification, Germany was ruled by different countries and empires. After the thirty years war (1618 – 1648), which reduced the population and affected the city of Berlin financially, Berlin became the capital of the Prussian empire (Berlin - History, n.d.). This empire stretches from the current Russian to the Dutch borders. Between 1788 and 1791, the Brandenburg gate was constructed, this is up to this day an icon for the city of Berlin. When Germany was united in 1871 by Otto von Bismark, a rise in popu-

lation occurred. In 9 years, the population grew from 826.000 to 1.300.000. This population growth was mainly caused by the industrial revolution. This revolution was the start of a new era, where industry and urbanisation led to a rise of population in cities. This also affected the mobility system and housing development in Berlin. As a response to the population growth, Berlin created new districts, houses and building blocks (see Urban sprawl Berlin). Also, this growth in population led to the opening of the U-bahn (Berlin - History, n.d.). At the end of the industrial revolution, the development and urban growth of Berlin is affected by the first- and second World War.These world wars, where Germany played an important role, had a major effect on the population of Berlin. Mainly the second world war affected Berlin dramatically. A decrease of 25% of

Smart city transformation

Until 1900 1901-1950 1951-1990 1991-2015

scale 1:75 000

Legend

Urban sprawl Berlin

Already existing urban form

the population was the effect of many years of war, deaths, bombardments and refugees (Weidenbach, 2021)(see Urban Sprawl Berlin). After the second world war, Berlin was split into East- and West Berlin and had a very different way of developing due to the different governments. East Berlin was controlled by the Soviet Union, where West Berlin was controlled by and divided into a French, British and American sector (Berlin - History, n.d.). This difference in governance can be seen in architecture, types of public transport, way of development and many other analyses. In the Urban sprawl Berlin map, the main difference is the way of densification of East- and West Berlin. Where West Berlin mainly densified within its city boundaries (also due to the Berlin wall), East Berlin also built entire new neighbourhoods East of the city centre. The Urban sprawl Berlin map also shows a large new Part I

Added buildings to the urban form

5 km

10 km

Source: https://interaktiv.morgenpost.de/so-alt-wohnt-berlin/

development area in East Berlin after the fall of the wall (Timcke et al., 2018). From the end of World War 2, until the 9th of November 1989, Berlin was divided. In 1989 the Berlin wall fell and Berlin was reunited.This moment was also the start of the reunification of Germany as an independent country. Now, Germany is one of the bigger European cities and an important country in the world economy (Berlin - History, n.d.).

Political profile: Berlin 1813 1871 Unfication of Germany led by Otto von Bismark

1800

1700

1600

Prussia, Austria, and Russia defeated Napoleon at the Battle of Leipzig

1618-1648 1790-1813

Thirty Years’ War

Peach of Westphalia

1914-1918

1919-1933

1933-1945

1945-1989

The Weimar Republic

Adolf Hitler and the Nazi’s

East and West Berlin

Revolution of 1848: King Friedrich Wilhelm IV of Prussia, rejected the crown

2000

1900

First world war

1848

Occupied by French troops

1648

1919

1939-1945

1989

Second world war

Fall of Berlin Wall

The Treaty of Versailles

Political development of Berlin Political profile

Berlin Political

These events can also be seen on the political timeline, as shown above. The political development of Berlin had of course a big impact on the development of the city of Berlin. The biggest impact can be related to the period before, during and after the World Wars. This period is characterized by change in governance and war. Mainly the period of Hitler affected the built environment. The Nazi’s wanted to show their power by constructing massive buildings and big streets. As just mentioned, also the period of East- and West Berlin affected the built environment in architecture, types of public transport, way of development and many other things.

is female (Demografie, n.d.). Quite a big share, almost 700.000 people, of the 3.6 million people living in Berlin, is above the age of 65. 12% of the population is a foreign resident, mostly from Turkey, Poland and Syria (Willkommen beim Amt für Statistik, n.d.). The main conclusion that can be drawn from the demographical information is the fact that Berlin is multicultural city with a high distribution of foreign residents in the centre, while the average income is higher in the districts furthest away from the city centre (Berlin Einkommen je Haushalt in EUR, 2017).

Demographics On the right, all the demographic information is shown. Berlin houses 3.664.00 people in the city, where around half of them are male and the other half

Smart city transformation

Berlin Demographics Ratio by Age Resident Number

2.000.000

3,664,088

1.600.000 1.200.000 800.000 400.000 0

0-14

15-24

25-59

60-64

65+

Population Spread 100

Female

Nationalities

Male

Distribution foreign residents

Share of foreign residents

Nationalities foreign residents

40.000

20.000

50,8% 40.000

49,2%

100

Foreign

12%

Other Bulgaria

Italie Syria

88%

Poland Turkey

10% 15% 20%

25% 30%

35% 45% 50%

55% 60%

German

65% 70%

0-9% 10-14% 15-19% 20-25%

Income

< 30.000€

Average Household Income

>25%

30.000 - 35.000€ 35.000 - 40.000€ 40.000 - 45.000€ > 45.000€

Part I

Housing prices

Existing properties

New properties

Legend 3.500-5.652 euro/m2 5.562-7.504 euro/m2 7.504-9.446 euro/m2 9.446-11.388 euro/m2 11.388-13.500 euro/m2 0

5 km

10 km

Source: Everything You Always Wanted o Know about Your Property in Berlin., 2022

Average house price Price(€)

3200 3000 2800 2600 2400 2000 1800 200 Legend

2019

2017

2015

2013

100 0

2011

Berlin Housing

2200

Appartments New houses Existing Houses 0

Satelite towns gain interest

Housing prices historical development Berlin

5 km

Source: Wall, 2020

Smart city transformation

10 km

Average living space

Legend 34-36 m2 36-38 m2 38-40 m2 40-42 m2 42 m2+ 0

5 km

10 km

Source: Investitionsbank Berlin, 2020

Housing The housing prices of Berlin have risen the last decade. The biggest rise is that of new constructed houses. This can also be seen in the comparison of the existing and new property prices. Although the district has an effect on the prices, the difference in price is mainly caused by the fact that newly constructed buildings are scarcer (Everything You Always Wanted to Know about Your Property in Berlin., 2022). Although the housing prices rise in Berlin, Germany’s market did not react that much to the Great Recession. ‘Important factors for this development include the strong economic position due to recent labor market reforms, the crisis affecting mainly export-oriented companies, the extension of short-time work, time buffers due to working time accounts, the behavior of social partners, and automatic stabilizers’ (Rinne & Zimmermann, 2012). Part I

The average living space per person is bigger when living further away from the centre of the city. Directly related are the share of rental apartments in different districts. Further away from the centre, the share of rental apartments is lower than in the centre of Berlin. As just seen in the demographics, the outer districts of Berlin have a higher average income. This higher income, compared with the higher cost of houses, larger average living space and lower share of rental apartments, shows the districts that are mostly inhabited by richer people.

Share of rental appartments

Legend 70-75% 75-80% 80-85% 85-90% 90% + 0

Share of rental appartments Berlin

Berlin Housing

5 km

10 km

Source: Investitionsbank Berlin, 2020

Smart city transformation

328 18%

17%

10%

29%

35%

Use of transport modes within city center

35%

26%

29%

Use of transport modes outside city center

Rate of motorization Per 1000 inhabitants

Mobility The industrial revolution started a development that had a major effect on the mobility networks within cities. Large numbers of people living in the city, traveling to work and to the first forms of recreation.Also, the mobility network shows the political history of Berlin by shape, type of transport and ways of use.This chapter will analyse how the development of Berlin and its mobility historically influenced and currently influences the city. Mobility statistics Berlin is a city that focusses on public transport and slow traffic mobility (cycling and walking).This can also be concluded by analysing the mobility statistics.Within the city centre, 87% of all mobility movements are by public transport or slow traffic mobility. Outside the city centre, still 65% of all mobility movements are by public transport or slow traffic mobility. Only 33% of all inhabitants owns a car, where per 1000 in-

99.800

846

1465.3 km

Amount of public parking spaces

Number of bicycles Per 1000 inhabitants

40%

49%

10%

Motorization of households

99.800

846

Amount of public parking spaces

Number of b Per 1000 inh

habitants, 846 bikes are situated in the city of Berlin. Also, the low cost, high amount of stations and length of cycling paths, stimulate the city of Berlin to reject the use of cars. Car network The car mobility network of Berlin is also affected by the Berlin wall. West Berlin focused on implementing motorways that formed a big city ring for cars. But because of the Berlin wall, this ring deflects at the border of East and West Berlin. East Berlin focused on primary roads. Therefore, a clear distinction between East and West Berlin can be seen in the Car Network Map. This West Berlin motorway ring has never been introduced in the eastern part of Berlin. The difference between East and West can also be found in the car ownership in the 1990s. West Berliners owned a substantial percentage of the total cars in Berlin. But since 2004, this gap is closed and the distribution of car owners is almost levelled between East and West Berlin (Mollenkopf & Kaspar, 2005).

334

Cyclists only

Tramstations

Cars and cyclists

Metrostations

Pedestrian and cyclists

Train stations

Length of cycling lanes

Part I

Number of railway stations

€2.80 Cost of public transport (single ticket)

Legend Motorway Primary Secondary Tertiary

5 km

10 km

Source: Steinmeyer & Hermann-Fiechter (2017).

Car network Berlin

Berlin Mobility

Public transport network

Cycling network

The urban rail network of Berlin started with the opening of the first private railway line, connecting Berlin and Potsdam (Fabian, 2000). Also in the public transport map, a difference can be seen in development between East and West Berlin.Where West Berlin focused on Metro (U-bahn) networks, East Berlin focused on Trams (S-Bahn). The S-bahn (with Bahnhof Friedrichstrasse as the center) became the intersection between East and West, and therefore Tram and Metro. The disconnected S- and U-bahn have been reconnected after the fall of the wall. Now, the public transport system, although still separated into Metro and Tram lines, works as a single operating unit again (Fabian, 2020).

Also, the highly developed cycling network plays an important role in the city of Berlin. The cycling network consists of a road that follows the contours of West Berlin and the wall, long distance cycling routes that connect Berlin to its borders and the main cycling routes that form rings around the centre.

Smart city transformation

Legend Train Metro Tram Lightrail

5 km

10 km

Source: Steinmeyer & Hermann-Fiechter (2017).

Public Transport Berlin Legend Main cycling routes Long distance cycling routes Berlin wall cycling routes 0

5 km

10 km

Source: Steinmeyer & Hermann-Fiechter (2017).

Cycling routes Berlin Part I

Legend Business area Industrial area Cultural/touristic area Commercial area Education area

2 km

4 km

Source: Open street map

Economic Profile Berlin Economic profile

Berlin economic profile

The economic profile describes the different economic areas in Berlin. The remnants of the industrial revolution are still visible in the industrial areas located from city centre to city edges. The other areas are not concentrated in certain places. The business areas are located mainly west of the city centre. The smaller touristic/cultural areas are located around the city centre, where the bigger areas, like the zoo and different parks, are located on the city edges. The commercial areas are scattered across the city, although East Berlin has bigger areas and West Berlin has smaller, but a bigger number of areas. The educational areas are well distributed. The economic

profile of Berlin can be best described as scatter/well distributed throughout the city.

Smart city transformation

Legend Main hospitals Schools Universities Green space Water 0

2.5 km

5 km

Source: Open Street map

Amenities Berlin Amenities Looking at the amenities, there can be concluded that facilities are spread fairly well over the city. The locations that have a lower number of amenities are mostly forest and water areas. Also here, a difference can be seen between East and West Berlin. West Berlin has more amenity locations, where East Berlin has less. This can be connected to the type of buildings. East Berlin focussed on bigger scale buildings with centres of amenities and economics, that served the whole districts. While West Berlin focussed on smaller building blocks with multiple smaller amenities and economics that served neighbourhoods. Also interesting to notice, is the distribution of universities

Part I

in Berlin. There is only one university in former East Berlin, while there are more than 15 universities in West Berlin. The oldest university of Berlin, the Humboldt University, was located in East Berlin. During the cold war, it was divided into two universities when the Free University of Berlin opened in West Berlin (Free University of Berlin | University, Berlin, Germany, n.d.).

Sustainability Primary energy use by energy source

Renewable energy sources

Renewables

Others

Lignite

Solar

Hard coal

Wind power

Natural gas

Biomass

Mineral oil Electricity import

Water consumption and CO2 emissions

115 L

Daily water consumption (liters per capita)

5.0

Annual CO2 emissions (tonnes per capita)

Goals and ambitions

2030

2050

Exit hard coal

Climate neutral

Green, water and built-up space

132 km2 75 km2 684 km2 Berlin Sustainability Sustainability Berlin

Smart city transformation

Urban Heat Map

Legend 0

2.5 km

5 km

Source: Lauf, Dugord & Kleinschmit (2015).

Temperature. (°C) 0 - 16 > 16 - 18

Daytime August

Nighttime August

> 18 -20 >20 - 22 >22 - 24 >24 - 26 >26 - 28 >28 - 30 >30 - 32 >32 - 39

Heat Map Berlin

Sustainability

Urban heat map

Germany is the 4th biggest producer of coals in the world. Although they are important for the world supply of coals, the German government is planning on exit the production of hard coal in 2030 as part of the plan of being climate neutral in 2050 (The German Federal Government, 2020). Although the share of renewable energy is low in Germany, and therefore Berlin, Berlin as a city has the potential of becoming frontrunner in the sustainability.

The city has a massive green and water structure that surrounds the city. These structures contribute to cleaning the contaminated air of the city and cooling the city down on hot days. Looking at the urban heat map, the effects of the green structures around the city edges can be directly seen. The map describes the difference between a hot day and night in august. The coolest spots are close to the water or forests. Also, the bigger city parks are noticeable in the city centre, these parks are cooler than the rest of the centre.

Part I

City Strategy Berlin

City strategy

Berlin Strategy

Berlin’s future perspective on the built environment is explained in the city strategy: Urban Development Concept Berlin 2030 (Senate Department for Urban Development and the Environment, 2015). This strategy focusses on 7 strategies: strengthening the economy with smart knowledge, Unleashing strengths through creativity, safeguarding employment through education and skills, reinforcing neighbourhood diversity, City and green growing together, Laying the groundwork for a climate-friendly metropolis and Improving accessibility and city-friendly mobility. In the city strategy Berlin map, the transformation areas of this city strategy are displayed. This transformation

is divided into two sub themes: improving the current situation and transforming the current situation. Interesting to see is the limited growth of the city borders. Only one transformation area is expanding outside the city borders. The rest of the transformation and improvement areas are within.

Smart city transformation

Part I

Insert city picture here

Meyers hof

scale 1:75 000

Berlin Meyers hof Location Meyers hof

Smart city transformation

Meyers hof and its surroundings

Current buildings on Meyers hof site Part I

Meyers hof analysis

Berlin Meyers hof

Meyer’s hof location

Meyer’s hof location analysis

In the district of Wedding, close to the city centre (see location Meyer’s hof), the AckerstraBe is located. The AckerstraBe was the center of the district of Wedding. And right in the middle of the street, the Meyer’s hof was located. It was the biggest of the Mietskasernen in Berlin (Rolf Kuck, 2010), which can be translated as ‘tenement houses’. The Meyer’s hof was constructed in 1877 as part of the Hobrecht plan (1862) which can be seen as the first real framework for Berlin’s urban development (BERNET, 2004). The name of Meyer’s hof is from the first owner and builder of the hof, Meyer. Jacues Meyer owned a textiles factory and wanted to combine the living of his workers and their work into one big Mietskasernen. Meyer’s hof was Demolished on the 17th of October 1972 and replaced by a new apartment complex with less dense buildings and a green space inside the building block (Kuhrt, 2018).

The location of the Meyer’s hof was central in the Wedding district. The building block was surrounded by green strips of grass and trees, that are still there nowadays. Also, the area is well connected by both public transport as main roads with a tram/metro station within 200 meter walking distance. Zooming in to the Meyer’s hof location, the structure of the Meyer’s hof becomes visible. Seven bigger buildings with a couple of smaller sheds inside the courtyards.The section of the Meyer’s hof shows the structure of the building even more clear. The concept of the Meyer’s hof consists of two buildings that share a courtyard. Within this courtyard a smaller building is located, that the residents can use as bathroom. The basements are in use as industrial facility. This concept is repeated two times. The final building is a bigger bathhouse and administration building. This concept makes it possible to combine working, living and commercial activities (Kuhrt, 2018). Although the concept was futuristic in Smart city transformation

Meyers hof zoom in that time period, the living conditions were disastrous. Bad hygiene and air quality as a result of the mix of industry and residential.

the different floors and functions. The red color are the shared bathrooms.

The floorplan of Meyer’s hof on the next page shows 25 m 20 m 15 m 10 m 5m

Part I

Section of Meyers hof

Berlin Meyers hof Floorplan Meyer’s hof

Smart city transformation

Part I

Title Kong Hong Subtitle Asia’s World Vertical City Globe

City: Hong Kong Inhabitants: 7,26 milion Language: English, Chinese Size 1,106 city:km² Nickname: Asia’s World City

Hong Kong’s about Information population the city reached over 7.1 million in 2011, despite being constrained by mountains and the water, as it expanded its linkages to mainland China and expanded its international port activities.

Old map of the

Image nr.:Title

Old map of the

Image nr.:Title

Insert city picture here

HONG KONG

Constrained by mountains and the sea, Hong Kong’s population reached nearly 7.1 million in 2011, building on its connections to mainland China and its international port activities. The city has achieved a high level of integration between land use planning and transport, developing one of the world’s most efficient rail networks in one of the world’s densest cities. The unitary government structure gives the city extensive powers in planning and fiscal policy, maintaining control over land freehold and development rights.�

Title Kong Hong 7,263,234 Inhabitants

1,106 km2 surface area

6,567 inhabitants/km2

958 m Height difference

Englisch, Chinese 1,919 euro/month

Hong Kong Introduction

44,7% walking

45,3% male 54,7% female 2.000.000 1.600.000 1.200.000 800.000 400.000 0

0-14

15-24

25-54

55-64

Hong Kong, located on China’s southern coast, is a unique place where East meets West and old meets new. It was a British colony for over a 150 years. The city was returned in 1997 where it has become a Special Administrative Region (SAR) of China since then (a type of provincial administrative unit. )It is a multifaceted city where English and Cantonese, “Feng Shui” and football, towering skyscrapers and historical sites coexist. Hong Kong is divided into three primary regions: the New Territories, Kowloon, and Hong Kong Island. It is located on the Pearl River Delta, south of Guangdong and the Chinese city of Shenzhen, and is surrounded by the South China Sea. The Kowloon Peninsula, which is connected to the mainland, the outlying mountainous Lantau Island, the smaller Lamma Island, densely populated Hong Kong Island, and more than 200 smaller islands comprise Hong Kong’s major areas. The territory is a major port city with a deepwater harbor. 5,6% car users

Hong Kong is 1,106 km2 in size, which is 1.5 times the size of Singapore or six times the size of Washington, DC. Its population exceeds 7.5 million people (in 2020). Chinese (Cantonese) and English are the two official languages spoken. It is seen as a cosmopolitan center where the city has grown to become one of the world’s major financial and manufacturing countries.

65+

Smart city transformation

Topography of Hong Kong 5000m 3000m 2000m 1000m 500m

200m

100m

Sea level

5000m 3000mis 2000m 500m with 200m The terrain hilly and1000m mountainous, steep100m

slopes. In the northern part of Hong Kong, there are lowlands. A significant amount of land in Hong Kong has been reclaimed, particularly on Hong Kong Island and the Kowloon peninsula. The Country Parks Ordinance, which protects large areas of the natural landscape from the pressures of urbanisation and preserves them for posterity, covers approximately 40% of Hong Kong’s land area. These areas include the majority of the wild upland regions, long stretches of scenic coastline, and large sections of the outlying islands, making them ideal outdoor laboratories for geological and geomorphological research.

Part I

100

200km

100

200km

Sea The level climate is humid subtropical, which is typical

of southern China. Summer is hot and humid, with showers and thunderstorms on occasion and warm air from the southwest. Typhoons are most common during this time, causing flooding and landslides. Winters are mild and typically sunny at first, becoming cloudy by February; an occasional cold front brings strong, cooling winds from the north. Hong Kong has an annual average of 1,709 hours of sunshine; the highest and lowest recorded temperatures at the Hong Kong Observatory are 36.6 °C on 22 August 2017 and 0.0 °C on 18 January 1893, respectively. The highest and lowest recorded temperatures in Hong Kong are 39.0 degrees Celsius at Wetland Park on 22 August 2017, and 6.0 degrees Celsius at Tai Mo Shan on 24 January 2016.

Population growth combined with historical analysis Hong kong is tranfered to People’s republic of China

PopulaƟon*1000

8000 7000 6000

First opium war

Building Kowloon Walled city Japanese occupation of Hong Kong

5000 4000 3000 2000

British Crown Colony

People’s republic of China

1000 0

2000

1950

1900

1850

Crown British Colonyy

Hong Kong’s timeline After the First Opium War, China cedes Hong Kong Island to Britain in 1842. Thousands of Chinese migrants fleeing domestic upheavals have settled in the colony over the years. In 1860, the Peking Convention formally hands over Kowloon to Britain. China leases the New Territories and 235 islands to Britain for 99 years beginning on July 1, 1898.

Hong Kong Timeline

Japan occupies Hong Kong in 1941. Many residents are forced to flee to mainland China due to food shortages. The population falls from 1.6 million in 1941 to 650,000 by the end of WWII. Britain re-establishes civil government by 1946. Hundreds of thousands of former residents return, to be joined in the coming years by refugees fleeing China’s civil war between Nationalists and Communists. By the late 1960s, the living conditions improve and social unrest fades. Hong Kong has established itself as a “Asian Tiger,” one of the region’s economic powerhouses, with a thriving economy based on high-technology industries in the 1970s. By 1984 Britain and

China sign a Joint Declaration outlining the terms under which Hong Kong will be returned to Chinese control in 1997. According to the “one country, two systems” formula, Hong Kong will become part of a single communist-led country while retaining its capitalist economic system and partially democratic political system for the next 50 years. This leads to the massacre of pro-democracy demonstrators in Beijing’s Tiananmen Square in 1989 that prompts calls for additional democratic safeguards to be implemented in Hong Kong. In July 1997, after more than 150 years under British control, Hong Kong is returned to Chinese control. By May 1998, the first post-handover elections are held.

Smart city transformation

Political development of Hong Kong China rules, in April of 2004, that any changes to Hong Kong’s election laws must be approved by Beijing, giving Beijing the right to veto any moves toward greater democracy, 2004 July - On the seventh anniversary of Hong Kong’s handover to Chinese rule, 200,000 people take part in a protest against Beijing’s prohibition on electing the next chief executive through universal suffrage. Hong Kong celebrates the tenth anniversary in July 2007 of the handover to China. The new government, led by President Donald Tsang, is sworn in. Plans for full democracy have been unveiled.

Part I

2007 December - Beijing announces that the people of Hong Kong will be able to directly elect their own leader in 2017 and legislators by 2020. Mr Tsang hails this as “a timetable for achieving universal suffrage,” but pro-democracy campaigners are disappointed by the lengthy timeline. 2019 June-July - Anti-government and pro-democracy protests erupt in Hong Kong, resulting in violent clashes with police over a proposal to allow extradition to mainland China.

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Legend Already existing urban form Added buildings to the urban form

5 km

10 km

Source: xxx

- 1841

1841-1859

1860-1897

1899-1994

Hong Kong land reclamation Over thousands of years, natural processes have gradually eroded and shaped the land. Human activities have recently changed the earth’s surface at rates far faster than natural processes. Human activity has significantly altered Hong Kong’s original, pre-settlement landscape, primarily to provide additional building land, building materials, and reliable water supplies.

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Hong Kong has a limited amount of flat land for construction and no lakes, large rivers, or major aquifers to supply drinking water. As a result of coastal reclamation and site formation, flat land has been created, quarrying has provided building materials and concrete aggregates, and water has been stored by building dams and impounding reservoirs. These activities have had a significant impact on the onshore topography, coastline shape, and drainage pattern of Hong Kong, not only in urban areas, but also in many New Territories villages.

Demographics With its history as a colony, occupation, rapid economic expansion, and departure from traditional statehood, Hong Kong poses a unique difficulty in interpreting the past in order to make sense of the present and predict the future. (Hong Kong Urban Displacement Project) Hong Kong’s population Density is the fourth highest among all countries or dependent territories. Given that only 24.1 percent of its total land mass had been urbanized and developed by the end of 2013, (The data on land usage is from the official website of the Government of Hong Kong Special Administrative Region.), its urbanized areas have the highest population density in the world. Individual buildings become more anonymous as the metropolitan environment takes on a distinct appearance, which many critics refer to as a “concrete jungle.”

Smart city transformation

Residents

Title, scale Info explaining maps

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Population spread

Household composition

Average Income by gender & average household income

Hong Kong Demographics Title, scale

103

Smart city transformation

The region is extremely ethnically homogeneous; roughly 60% of Hong Kong’s population was born within the region, 30% were born in Mainland China, and 10% were born elsewhere in the world. The fertility rate has fallen dramatically over the last three decades. In fact, it was 927 children per 1,000 women in 2001, a significant decrease from the replacement level of 2,100 children per 1000 women. This decline has been attributed to women pursuing higher education, late marriages, a higher proportion of people who never marry, and increased female labor-force participation. Hong Kong’s Household composition Domestic household numbers in Hong Kong increased by 12.7% from 2.23 million in 2006 to 2.51 million in 2016. Along with the change in the composition of domestic households, the average household size decreased from 3.0 in 2006 to 2.8 in 2016, resulting in faster growth of domestic households than population growth (6.9 percent ). Between 2006 and 2016, the proportion of households with one to three people increased from 63.8 percent to 69.2 percent, reflecting I people living alone; (ii) more young people living apart from their parents after marriage; and (iii) couples choosing to have one or no child.

Hong Kong’s fertility rate has remained extremely low. Domestic households with no children under the age of 15 increased significantly from 70.4 percent in 2006 to 76.9 percent in 2016. Over the period, the average number of children in domestic households with children under the age of 15 remained at 1.4. In the last ten years, the number of elderly people aged 65 and up has increased by approximately 0.31 million. In line with this, the number and share of domestic households with elderly members increased significantly (both in number and share). The number of such households increased by 36.5 percent from 594 730 in 2006 to 811 645 in 2016; its share of all domestic households increased from 26.7 percent to 32.3 percent over the same time period. In 2016, there were 261 421 domestic households made up entirely of elderly people. The majority (58.3 percent) of elderly-only households were elderly people living alone, while the number of single elderly households increased significantly by 54.3 percent from 98 829 in 2006 to 152 536 in 2016. Over the same time period, the proportion of two-person elderly-only households increased from 40.2 percent to 41.0 percent.

The increase in one-person and two-person households was notable. Because of population aging and more people remaining single, the proportion of one-person households increased from 16.5 percent in 2006 to 18.3 percent in 2016. Furthermore, due to a low birth rate, the proportion of two-person households containing a couple increased from 14.1 percent in 2006 to 15.5 percent in 2016.

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Title, scale

Hong Kong City Strategy Title, scale

105

Smart city transformation

To become a liveable, competitve and sustainable “Asia’s World City”

To champion sustainable development with a view to meeting our present and future social, environmental and economic needs and aspirations.

Title, scale

Hong Kong is known for its environmental sustainability, as it has preserved more than 75 percent of its total area in its natural state, which includes 24 percent woodland, 24.2 percent shrubland, and 18.3 percent grassland2. As a result, Hong Kong’s urban area has become extremely centralized, compact, and populated, resulting in a tradeoff between sustainability and livability for its citizens. Without urban sprawl, cities rise higher and higher to accommodate positive population growth.

The Sustainable Development Fund (SDF) was established to provide financial support for initiatives that will help raise public awareness of sustainable development principles and encourage sustainable practices in Hong Kong. Non-governmental and community organizations, academic and research institutes, and schools, as well as individuals aged 18 and up who are ordinarily residents of Hong Kong, may apply for SDF grants.

A sustainable future for Hong Kong requires a shift in mindset in order to achieve economic and social development while protecting the environment. To achieve a sustainable future for Hong Kong, all sectors of the community must work together. Through reducing energy consumption, use of less water, and reduce of waste products can be implemented in order to help the environment.

Part I

106

Average price of private pernament housing flats in Hong Kong in 2020 by district (euro per square meter)

Hong Kong Housing

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Smart city transformation

While the expansion of public transportation infrastructure (particularly the MTR) has increased the connectivity of certain locales in the new towns, it has also stimulated the local housing market, raising housing prices and living costs, particularly in neighborhoods near MTR stations. This means higher living costs, particularly for those who live in MTR catchment areas. To make matters worse, the government has reduced the availability of subsidized public housing under pressure from private developers since the early 2000s. Furthermore, while land development associated with the MTR expansion has increased the number of facilities (e.g., retail shops, plazas) and related activity opportunities, particularly in new towns, the development has been largely led by the private sector over the last two decades. As a result, commercial property rents have skyrocketed, potentially pricing out self-employed retailers who provide more affordable options to the low-income population. As a result, the cost of participating in various activities increased, particularly for the low-income population.

Part I

108

Property and Rental Price Index 1993 - 2019 Land Governance and Taxation Hong Kong’s governance and taxation systems are a direct result of its colonial history: the British empire required all of its colonies to be self-sufficient. As a result, Hong Kong began using land leases to generate revenue in 1841. Almost all of Hong Kong’s land is now owned by the government and leased on long-term leases.

Hong Kong Housing

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The planning authority and other technical government departments determine the spatial distribution of housing sites and the intensity of development, whereas land for non-governmental uses is typically leased to the highest bidder at public auctions.

Smart city transformation

Title map

New Residential Unit Completions by Property Type

Part I

110

Hong Kong Transport

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Smart city transformation

In December 2017, the Hong Kong Government released the Smart City Blueprint, which outlined 76 initiatives in six smart areas: “Smart Mobility,” “Smart Living,” “Smart Environment,” “Smart People,” “Smart Government,” and “Smart Economy.” Among them, digital infrastructure projects and other major initiatives, such as the Faster Payment System, the installation of free public Wi-Fi hotspots, and the “iAM Smart” one-stop personalised digital services platform, have been implemented as planned over the last three years. It aims to embrace innovation and technology to create a world-renowned Smart Hong Kong with a strong economy and high standard of living. It hopes that by implementing this strategy, it will make people happier, healthier, smarter, and more prosperous, as well as make the city greener, cleaner, more livable, sustainable, resilient, and competitive. To enable businesses to capitalize on Hong Kong’s renowned business-friendly environment in order to foster innovation, the city will be transformed into a living lab and test bed for development. Better care for the elderly and youth, as well as fostering a stronger sense of community. Making businesses, people, and the government more digitally capable and technologically savvy To use fewer resources and make Hong Kong more environmentally friendly while retaining its vibrancy, efficiency, and livability.

Part I

112

Evolution of building typologies in Hong Kong

Hong Kong a Vertical City In comparison to other global cities, Hong Kong’s unique vertical city status represents a complex and multifunctional combination of extremely high density and unprecedented scale at the building and urban levels. The main characteristics of Hong Kong as a vertical city are hyperdensity, vertically mixed land use, multifunctional and integrated development, land preservation, environmental sustainability, and large scale.The origins of Hong Kong’s vertical city can be traced back to the early twentieth century. Since then, the city has gradually grown to become a vertical city as a result of a variety of subjective and objective factors, including a population explosion in a relatively short period of time, topographical limitations of hilly and coastal terrain, economic development, and the pursuit of sustainable living for its populace. Hong Kong’s unique vertical city practices on such a large scale have resulted in a hyper-dense city with large floor-area ratios. (Ohno, 1992).

Hong Kong Building Typologies

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Evolution of building typologies Building typologies can be classified chronologically as verandahtype shop houses before the 1940s, cantilevered living quarters in the 1950s, sloped-setback typologies in the 1960s, block typologies in the 1970s, podium tower typologies in the 1980s, “hyperpodium” towers in the 1990s, and super high-rise podium tower typologies since 2000.

Verandah-Type Shop Houses (1920-1940) Before the 1950s, the verandah type of vertical mixed-use building for residential and commercial purposes was common in Hong Kong. The ground floor was generally used for commercial purposes, while the upper stories were for residential purposes. The verandah is an effective street connector because it creates a covered street or shopping arcade. Cantilevered Living Quarters Typology (1950s) Because of the influx of immigrants from Mainland China and the increase in economic activity, Hong Kong’s population grew dramatically after WWII, necessitating the need for high-density living (Lau & Coorey, 2007). Due to the housing shortage caused by refugee/immigrant influxes and economic activity, the Building Ordinance of 1956 increased the buildable floor-area ratio to allow for more and larger residential buildings. Sloped, Set-Back Typology (1960s) The Building (Planning) Regulations nos. 20, 20A, and the First Schedule, which have been in force since 1962, allow for 100 percent site coverage at the podium up to 50 feet/15 meters above grade, with an exception for residential construction (Wong, 2014). This building code had a far-reaching impact on Hong Kong building typology, aided by commercially available and affordable elevator technology. Critics attributed the vertical expansion to influences such

Smart city transformation

Title map

Evolution of building typologies in Hong Kong as British postwar New Towns and Le Corbusier’s vision of the future city, La Ville Radieuse. The Block Typology (1970s) The practical reason for adopting a high-density approach in Hong Kong occurred in the 1970s, when approximately 400,000 illegal immigrants entered the territory from China, putting immediate strain on the 10-year housing program and policies (Lau & Coorey, 2007). In the 1970s, “hyper blocks,” large rectangular masses that formed massive walls in Hong Kong, achieved the goal of quickly providing more dwelling units to accommodate the exodus of refugees from the Chinese border. The hyperblocks were designed in accordance with Le Corbusier’s Future City ideology, and were intended to combine multiple residences, commercial enterprises, restaurants, bus stations, parking lots, and communal facilities such as schools and sports areas into a single building. Podium + Tower Typology (1980s) The full-lot coverage of 15m/50ft was a revolution in Undertitle

Hong Kong’s architectural design and planning language, representing the evolution of a “Hong Kong Typology.” The podium + tower type was regarded as a one-of-a-kind example of vertical and multifunctional land-use practice, as it created an elevated or artificial ground floor while maximizing the use of the podium roof area and separating pedestrians and vehicles at various levels. Hyper Podium + Tower (1990s) The podium + tower high-rise building typology was widely adopted throughout China in the 1990s, as Chinese cities underwent rapid redevelopment and sought new development potential for newly available land. Super High-Rise Podium + Tower (2000-2010) With the increasing volume of the podium in the new millennium, tower heights continued to rise beyond 40 stories (see Fig. 15). Simultaneously, an integrative development approach gained traction, and the vertical system became more synergistic. Smart city transformation

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Title map

Chapter title/city

115

Part I

Undertitle

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Evolution of Transit Orientaited Development (TOD) in Hong Kong

Hong Kong Part I

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Mass Transit Railway Corporation Through its ‘Rail & Property’ development programme, or R+P, Hong Kong has aggressively pursued transit value capture to finance railway infrastructure. Property development generates more than half of all revenue for railway operators. The majority of R+P projects are focused on housing, though all include some commercial development. Recent R+P projects have prioritized pedestrian quality.

Hong Kong R+P

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The Mass Transit Railway Corporation’s (MTR) “rail-property” development model integrates rail investment and urban development, allowing public transportation to generate a profit. 10 The MTR does not receive government cash subsidies to build railway infrastructure, but it does receive land grants that grant exclusive development rights for 50 years and relieve the MTR of paying market prices. The MTR then sells the development rights at a “after rail” price to generate revenue while negotiating with

developers for a share of future development profits, a co-ownership position, and protection from future development losses. As a result, the MTR receives a “front-end” payment for the land, as well as a “backend” share of in-kind income and assets. In Hong Kong, public transportation accounts for up to 90% of all person trips, and its availability has a significant impact on housing prices.11 (Lei Feng et al., “A Hedonic Analysis of the Effects of Transport Accessibility on Flat Prices in Hong Kong,” (2011), SSRN Electronic Journal 327 no. 3 (January 2011), 30-33.)

Smart city transformation

Tsing Yi station area and three comparison housing complexes MTRC planned and managed the development of Tsing Yi station on the new Airport Express Line, which included Maritime Square. MTRC was granted 50year development rights for the site, which it quickly sold at a significant premium to cover the costs of building the station and portions of the airport line. The resulting mixed-use Maritime Square R+P project features a seamless integration of the railway station, shopping center, and residential towers above the station. Residents can enjoy a ‘temperature-controlled’ environment, allowing them to walk from their luxury apartments to the shopping below and then directly into the MTR station without leaving the building. The opportunity for physical integration was assessed during the master planning stage, which resulted in the creation of Maritime Square.

Part I

R+P, and value capture in general, is not a novel concept. It was successfully used to manage urban streetcar networks in the United States well over a century ago (Bernick and Cervero, 1997). However, Hong Kong is one of the few places where it is still used in the public transportation industry.

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Hong Kong Tsing Yi Station

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Tsing Yi Station’s Maritime Square residential-retail development. Maritime Square has hierarchically integrated uses: the shopping mall extends from the ground floor to the third level; the station concourse is on the first floor, with rail lines and platforms above and ancillary/logistical functions (such as public transportation/bus interchange and parking) at or below; a podium garden is located above the 4th and 5th floor residential parking, and high-rise, luxury residential towers are located above this.

Y FRAGMENT

RAMA

Part I

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Sao Paulo “Sampa”

Sao Paulo forms the biggest portugese-speaking city of the world. As a metropolitan region, and the wealthiest state of the region, still a lot of inequalities can be found. This chapter analyzes the city of Sao Paulo thoroughly.

Sao Paulo 12.330.00 Inhabitants Portugese 1509 km2 The land of Drizzle

Old map of the

Image nr.:Title

Old map of the

Image nr.:Title

12 0 x 1.000.000

0 x 1.000.000

Insert city picture here

Sao Paulo as a city 12,330,000 Inhabitants

1509 km2 surface area

8107 inhabitants/km2

1000 m Height difference

Portuguese R� 31200 a year

Sao Paulo Topography

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29% walking as transport 50.9% male 49.1% female

Sao Paulo is one of the biggest cities within Brazil (Sao Paulo, History, Population, & Facts., n.d). It is located in the south of the country, where mountainous areas can be found, as can be seen on the map on the right. Mainly in the north of the city, several higher peaks can be found. However, all over the city, hills and slopes can be found. Sao Paulo is officially a metropolitan area, with several sub-regions. The official region is located closely to the Atlantic ocean, which is to the south of Sao Paulo around 50 km away. Looking to other nearby cities, it can be seen that Rio de Janeiro is around 350 km to the northeast. Furthermore, the name of the city is derived from the apostle, St. Paul, as the Jesuits founded the city and wanted to name it after the anniversary of the conversion of this apostle. Since the foundation of the city, it has been through a lot of development, leading to the mega-city it is nowadays. This chapter will first show the analysis of Sao Paulo of a city, and see what defines it. Later on, one fragment of the city will be chosen to see what aspects of the city are interesting on a smaller scale. Finally, with the conclusions of the analysis of Sao Paulo, a new design for Eindhoven is proposed, where all elements are taken into account.

21.1% 0-14 years old 22.9% 15-29 years old 41.9% 30-59 years old 14.1% 60+ years old Smart city transformation

1500m 1000m 800m

750m

650m

550m

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Population growth combined with historical analysis

Popula�on*10000

1300 1150 1000 850

Piratininga plains inhabited by Tupi people

Design following the model of center-periphery social segregation First skyscraper

New masterplan Design following the model aiming to bring social classes closer together

‘Coffee and Milk’ allience coup d'état on presidential office

700 550 400 250

Sao Paulo as financial leader in Brazil

100 50 Industrialization

2000

1950

1900

1850

Satelite towns gain interest

Looking at the development of Sao paulo, several elements appear to be of importance. The graph above shows the number of inhabitants in the metropolitan region of Sao Paulo in different moments in time. On the line, the red dots indicate the moments that defined the growth of Sao Paulo, and can also be seen on the right page with the urban sprawl. Every dot indicates one of the maps that is made.

Sao Paulo Timeline

125

As indicated before, in the early days, around 1550, the Jesuits claimed the place as their own, while there were still original inhabitants, who remained the biggest group of inhabitants for around 200 years (Sao Paulo Population 2022, n.d.). During the Industrialisation, several alliances were made and at the start of 1900, the first skyscraper was even placed in the city.

Towards the end of the industrialisation, a new model for the design of the city was initiated, namely the model of center-periphery social segregation. This is something that can still be partly seen in the city. Around 1930, the rapid exponential growth of Sao paulo begun. With the city as the financial leader in Brazil, it became a hotspot for a lot of workers and their families. Close after 1950, the model for social division and diversity throughout the city was revised. Resulting in a new model, which aimed to bring the classes closer together. Location-wise this model succeeded, as poor and rich started to live close to one antoher, but the wealth gap was not fixed by it.

Smart city transformation

Legend Already existing urban form Added buildings to the urban form

5 km 10 km

Source: ars.els-cdn.com

1940

1970

1990

2010

Urban sprawl Sao Paulo Looking at the third red dot, the financial cricis is indicated. The growth of inhabitants got smaller and a new low for the city was reached as this meant that a lot of people lost their jobs and houses.

Part I

On the four drawings above, the expansion of certain regions is shown visually. The grey borders show the city of Sao Paulo, whereas the urban area also expanded into the metropolitan area of Sao Paulo. The specific points in time causing the expansion can be found in the graph on the left.

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Political profile: Sao Paulo 1500-1815 Sao Paulo as a colony

1822

1850

1871

1888

Brazil becomes independent

Law Eusebio de Queiros

Law of the Free Newborns

Implementation Golden Law

1889 Sao Paulo becomes a republic

1885

1800

Law of Sexagenaries

1930

1980

Revolution against presidential elections

Start of economic decentralization

1900

Old Republic

2000

1902-1930

Source: https://www.v-brazil.com/information/geography/sao-paulo/history.html

Political development of Sao Paulo All these events can also be seen on a political timeline, as shown above. On the right, all the demographic information is shown. Sao Paulo houses 12,330,000 people in the city, where around half of them are male and the other half is female. Most interesting information can be seen in the maps, where firstly the density is shown on the top right. It can be seen that around the centre, most people live in a denser area.

Sao paulo Political

127

Furthermore, the income per household is indicated in the next map, where again, in the centre the highest numbers can be found. Spreading out throughout the rest of the city, lower averages can be found. This also indicates the difference in poor and rich in the city, as it is a recurring issue.

This difference can also be seen in the way people live. Before the economic crisis, some people already lived in slums, but the expansion of slums grew a lot due to this crisis, as can also be seen in the map. As slums are built without governmental oversight, htere is little to no official registration to them and they function in a different way compared to other neighborhoods. Finally, the job distribution over the city is unevenly spread. It can be seen that in the centre, most jobs can be found. All these maps together show the rich and dense neighborhoods in the centre with a lot of job opportunities. Spreading to the periphery, still quite neighborhoods can be found but with less opportunities, jobs and more slums.

Smart city transformation

Sao Paulo Demographics Resident Number

Nationalities

Employment (Units per District)

Nationalities residents

12,330,000

Overseas Centre and West Brazil North Brazil South Brazil East Brazil Sao Paulo

10%

15%

20%

25%

30%

35%

40%

Population Spread

Household Composition

50.9%

49.1%

Age distribution Age 65+

Age 0-14 Age 15-64

< 12.800 12.801-33.000 33.001-55.000 55.001-80.000 > 80.001

Income Slum division in Sao Paulo

Average Household Income Per Month

< 999,99 R$ 1000,00 - 1999,99 R$ 2000,00 - 2999,99 R$

Sources

3000,00 - 3999,99 R$

Slum

> 4000,00 R$

Part I

http://www.insidesaopaulo.com https://www.sciencedirect.com http://www.citypopulation.de https://www.slideshare.net https://medium.com https://www.sciencedirect.com https://kleiby.wordpress.com https://www.ucl.ac.uk

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Housing prices

This unequality can also be seen in the housing prices of Sao Paulo. Only here, most of the houses that are documented are quite expensive, only more to the east, housing prices show a decrease. On top of this, the white spots indicate slums which are not documented or sold legally. Those dwellings are often built by the inhabitants themselves and are passed down whitin the family.

Sao paulo Housing

Once again, the differences within the city are shown. Different types of housing can be found in the city, all with their fitting income group. As shown before, the rich and the poor often live directly next to each other. This map indicates what houses are found most in the specific areas. It can be seen that near the borders of the city, the slums often are dominant to the area. In and near the centre, villas and detaches houses play a big role. This gap in the general quality of life has played a big role in the development of the city as it functions nowadays.

�0-300

�3000-

�6000-

�9000-

�12000

0 5 km Source: https://properatidata.carto.c

Housing Prices in Sao Paulo

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Smart city transformation

Homicide Rate Map

Homicide rate (

< 7.9

8.00-

11.00

16.00

> 21.

Housing typologies in Sao Paulo

Crime in Sao Paulo

With all these differences in the city, the criminality in the city is relatively high. Mainly near the borders of the city, most of the crime can be found.

This map only indicates the yearly homicides per 1000 inhabitants, but alltogether the criminality is even higher.

Part I

130

Over the years, the housing prices kept increasing in Sao Paulo. This increase can be found in the entirety of the city. Looking at the general development of the types of dwellings that can be found in Sao Pulo, it shows at first the development of mansions. These were meant only for the rich who could afford it. These houses can still be found in the city and this type of luxurious building is still done. Around 1930, the first highrise buildings were placed in the city. In general these were 30 stories high, providing living space for several families and types of inhabitants. In 1950, the record was set with a new tower, reaching 50 stories. Also the development of highrise apartment buildings continued all these years. With the crisis, the need for slums increased, causing the exploding expansion of this typology in the neighborhoods.

Sao paulo Housing Housing Density in Sao Paulo

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Smart city transformation

Housing Costs in Sao Paulo

Building Height

Housing Development in Sao Paulo

e Tim Expansion of slums (1980s) Highest buildings; 50 floors (1950) Start of highrise building (1930) Mansions for the rich (1890-1900) Part I

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Chapter Sao Paulo title/city Mobility

Legend Motorway Primary Secondary Tertiary

Source: www.mdpi.com

5 km

Car network Sao paulo

133

Smart city transformation

10 km

740 0.6%

41.4% Metrostations Train stations

29%

Use of transport modes

Rate of motorization Per 1000 inhabitants

R$4.40 Cost of public transport (single ticket)

Number of railway stations

When looking at the connectivity in the city, the car network shows to be a dominant factor in the urban landscape. Almost every spot seems within reach with this possibility. It doesn’t come as a suprise that there are 740 cars per 1000 inhabitants. It should be taken into account that Legend some people can own multiple cars. This is also shown as only 29% of the transport in Sao Paulo is done by car. Train

Metro

5 km

10 km

Source: nanopdf.com

Public transport is used more often, with the indicated 41.4% shown. Most people in Sao Paulo use the bus network or other facilities, next to walking when the opportunity presents itself. This has to do with the spread of utilities that are within reach, but also as walking and public transport are cheaper than owning a car, and a lot of people don’t have a high income in the city as has been shown.

Public Transport Sao Paulo Part I

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Sao Paulo economic profile

Legend Business area Industrial area Cultural/touristic area Commercial area Education area

2 km Source: www.scielo.br

Economic Profile Sao Paulo

135

Smart city transformation

4 km

Sao Paulo Ameneties

Main hospitals Schools Universities Green space Urban area 0

5 km

10 km

Source: https://www.mdpi.com

Ameneties Sao Paulo

Part I

136

Sustainability Primary energy use by energy source

Renewable energy sources

Hydroelectric

Biofuels

Power generation

Hard coal

Hot water/heating

Natural gas

Biomass

Mineral oil

Hydropower

Other

Water consumption and CO2 emissions

118 L

Daily water consumption (liters per capita)

2.0

Annual CO2 emissions ( metric tonnes per capita)

Goals and ambitions

2050

Zero net carbon emmissions

Green, water and built-up space

327,98 km2 71,5 km2

Sao Paulo Sustainability

137

1,509km2

Sustainability in Sao paulo Smart city transformation

Legend 0 5 km Source: link.springer.com

10 km

Summer temperature (°C 23.0-25.0 25.1-27.0 27.1-29.0 Most facilities are spread well over the city, with a higher density in the cities 29.1-31.0 centre. As less people live in the south of 31.1+ the city, less facilities are needed in this region, leading to a stagnating spread in that direction.

Looking at the sustainability, it can be seen that Sao Paulo doesn’t put its priorities to solving all climate resilient matters.Very little patches of green can be found in the area, only in places where less people live. This results in insufficient drainage and cool spots in the city. This also leads to the city as a heat island, as the warmth is not cooled down but is kept in the city. On top of that, greenery shows to be of great importance for the general well being of inhabitants, this lack thereof leads to big grey urban areas.

Heat Map Sao Paulo Part I

138

Air pollution Map

Source: www.iqair.com

Whereas greenery helps to reduce air pollution, the quality of the air is also influenced by this. On top of this, the use of cars in the city also cause pollution, leading to Sao Paulo as a polluted city with, on average, a bad air quality. The government aims to first target the job market and increase the quality of life for all. With this plan for the future, they aim to make life better for all inhabitants of Sao Paulo.

Sao Paulo Sustainibility

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In conclusion, the city has grown a lot over the years and continues to grow. There is a big inequality in the way people live and work that is visible throughout the entire city. This gap should be closed according to the government, and they initiated the start of the process with their plan. However, there is a long road ahead of them.

Air Pollution Sao Paulo Smart city transformation

Legend Redevelop central, historical centre Develop axes sector with more jobs Develop vacant and underused land

5 km

10 km

Source: gestaourbana.prefeitura.sp.gov.br

City Strategy Sao Paulo Part I

140

Insert city picture here

Favela do Popai For the fragment, one of the favelas is used as an example. Favela do Popai is located on the northeast of the center of Sao Paulo. Most of the inhabitants are between 15 and 60 years old, and a lot of families live in the area. Their average household income is on the low side in comparison to Sao Paulo’s average. The density is lower than expected for a dense favela, but as the 3D image shows, most of the buildings are 3 stories. Only few reach 4 or 5.

Sao Paulo Favela do Popai

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The buildings are placed densily together and several open spots or parks can be found. On top of this, the amount of jobs is also on the low side comapred to the rest of the city.

Location Favela Sao Paulo Smart city transformation

Favela do Popai Demographics

3D Favela do Popai

3.85 ha 578 inhabitants 52,6%

47,4%

60+ years

11,9%

0-14 years

1000,00 - 1999,99 R$ Average Household Income Per Month

20,8% 33.000-55.000 jobs in the district

67,3% 15-59 years

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1500m 1000m 800m

Where several favelas are built on a sloped ground, Favela do Popai is built with little height difference.

752

750m

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Topography Favela do Popai

Looking at the neighborhoods, it can be seen that there are several small green patches that function as greenery for the neighborhood. As people don’t have space for their own garden, most people make use of the squares and parks that offer an opportunity for leisure in the city. It also adds to the communal feeling, as these places are used to get together.

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Greenery Favela do Popai Smart city transformation

650m

550m

450m

Sea level

These maps show the way the commercial side of the community functions. Most of the commercial functions are placed at the borders of the area, leaving space in the middle of the block for only living. These commercial functions are often only in the plinth, so the top 2 floors can be used for living as well, combining all these aspects of life.

Amenities Favela do Popai

Furthermore, the car network that functions well on the big scale of Sao Paulo, can also be seen on a smaller scale. All the blocks are connected and reachable by car. What is interesting, is that within the block only slow traffic can make use of it. With the density of the dwellings, roads are often too small to provide space for cars, leaving only bikes and pedestrians as users.

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Floorplan Favela do Popai Most of the buildings are passed down from generation to generation. This means that the first one built the first floor and the next one places a story on top. A lot of houses have a private roofgarden, as that is the only private outdoor space available.

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On a small scale, several smart elements of city design are shown. It can be found in the accessibility of cars within the neighborhood blocks. It is also shown in the way favelas function as a community, and make the best out of every situation together. This smart element always needs to be put in a context, as no two cities are the same.

In conclusion, Favela do Popai showed several elements that are of importance for the design in the city. Favelas work in a very organic way, as it grows organically. All inhabitants are directly involved in the building and development process of the neighborhood. Most commercial functions can be found on the borders of the block in the plinth, with living functions in the middle. Most buildings don’t exceed the 3 story limit, as it provides a guarantee for the amount of light in the streets, which are smaller than usual. Finally the green structures are placed tactically, so the community can enjoy them and find leisure outside.

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Shanghai With 28.517.000 inhabitants, Shanghai is the most inhabited city of China. Also known as “The Pearl of the Orient”, Shanghai is spread out over 1.572km.

This chapter analyzes the city of Shanghai thoroughly.

Shanghai 28.517.000 Inhabitants Mandarin Chinese 1572 km2 “The Pearl of the Orient”

Old map of the city

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Old map of the city

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Shanghai as a city With 28.517.000 inhabitants, Shanghai is currently known as the 3rd most inhabited city in the world (NBS of China, 2022b). The total surface area of the metropolitan area of the city is 1.572 square kilometer, bringing an inhabitant density of 3.830 inhabitants per square kilometer. Looking at the topological map on the following page,the city is located along the East China Sea and spread over a large mainland area and three different islands (Chongmind, Changxing and Hengsha Islands) forming the Northern borders of the city. With only 6 meters of total height difference, the metropolitan area knows little relief. Where the main river the ‘Huagpu’ branches of into the ‘Suzhou River’, the lowest points in the area can be found. This is where Shanghai originated before 1291 as a very small fishing town (Dennerline, 1981).

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Through a series of historical events and policy reforms, Shanghai has known great urban growth and population increases. These changes are what transformed the small fisher town along the Huangpu River to the “Pearl of the Orient”, the metropole known by people today.

Smart city transformation

Topography of Shanghai, ‘Shangheight-map’, based on (Yin et al., 2011a)

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Historic development and population growth of Shanghai Historic and urban development of Shanghai

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In the year 1291, Shanghai began to exist when a very small agricultural town along the confluence of two different waterways in the area became a county (Dennerline, 1981). These two waterways can be seen in the topographical map of the area on the previous page. The larger river is known as the ‘Huangpu’ river and the branching river is known as the Wusong. Around the early 15th century, the Huangpu river was dredged and a wall was built to protect the city against Japanese pirates. At this time, Shanghai developed into a cotton and textile center with a population around 200.000 inhabitants (Knyazeva & Sinykin, 2018). After this, shanghai continued to innovate in cotton and textiles throughout the golden age and the 18th century. Before the start of the industrialization in Shanghai, the Opium Wars took place from 19391942 (Sargeant 1998). Together with this, British battleships bombed the Old Fortified Town and forced the Chinese to transform Shanghai into a port

city with a self-governing British district: a concession (Sargeant 1998). During the industrialization phase the port-city started booming in population numbers due to the rise in employment and the introduction of, besides the British settlement, settlements from multiple other Western countries (Levine, 2021). This increase in inhabitants together with the moments of the different concessions can be found in the figure above illustrating the historical development of Shanghai. Furthermore, it can be seen in the urban development of Shanghai on the next page that the concessions started to arise around the Old Town of Shanghai, situated more towards the sea. As stated by Cahoon (2011), during WWII, the Japanese army took over the international concessions in the Battle of Shanghai. The work of the Europeans in the concessions was forced to continue under the direction of the Japanese government. After World War II, the liberation of Shanghai took place and most of the Western inhabitants left the former concessions. As can be seen in the historic development figure, after the Second World War, the amount of inhabiSmart city transformation

Legend Existing urban form Urban growth Source: (Yin et al., 2011b) de Barcelona Source: Museu d’historia

Urban development Shanghai tants of Shanghai increased in spite of the withdrawal of the Westerners from the area. This was mainly due to a Chinese population influx into the city after the Japanese oppression. When comparing the urban fabric of 1930 to 1979 in the figure above, it is shown that the urban area has massively increased. During the end of 1978, Mao Zendong led a Cultural Revolution introducing a series of transformative economic reforms. These reforms opened China up for international community and foreign investments. Furthermore, the concept of the ‘open market economy’ was introduced during this time and the wellknown planned economy in Shanghai was abandoned as a result (Mantesso, 2018). This shift to an open market economy is responsible for the great increase Part I

in inhabitants after 1979 (figure of historical development) can be related increasing job opportunities caused by this new economy. Furthermore, as can be seen in the image above, this led to an extreme increase in urban area. This economic reform marks the rise of the globalized superpower of Shanghai today. In the years that followed, the contemporary city has been increasing all throughout the metropolitan area of Shanghai. As can be seen in the figure on the previous page, the amount of inhabitants in comparison to 1979 has almost tripled in size. Additionally, as can be seen in the figure above, the city has been developing outwards from the former urban area, taking up more and more of the surrounding agricultural lands.

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Demographics Resident number According to the National Bureau of Statistics of China (2022), the amount of residents living in the total metropolitan area of Shanghai in the year 2022 is 28.517.000. With this number, Shanghai is currently known as the 3rd most inhabited city in the world (NBS of China, 2022b). Gender & Age In Shanghai, the male to female ratio is almost equal with a 48,2% female and a 51,8% male population (China Population census, 2020). Looking at the population pyramid, a distinct reduction in the number of male and female inhabitants aged under 20 can be noticed. This can be related to the introduction of the one-child policy in 1979 (Mantesso, 2018). Because of this policy, inhabitants of China were merely allowed one child per household to reduce the population increase in the country. As a result, the population over 60 years of age started to increase in comparison to the total population (Chinese Database, 2019). This is visualized in the graph on the next page.

Foreign residents Analyzing the nationalities in the city, it is shown that only 1,8% of the inhabitants of the city are foreign residents and 98,2% of the inhabitants are of Han Chinese origin (CBS, 2020). As aforementioned, after the Second World War, most Western inhabitants of the city returned to Europe and America. This was the start of very low foreign population in the city. Furthermore, the greatest growth of the city is due to an influx of people who have moved from the countryside to the newly market-oriented city with many job prospects. As can be seen in the map in the next page, most of these foreign residents live within the city center, as here the job offer is highest. Finally, looking at the share of nationalities within these foreign residents, it is interesting to notice that the largest share (25%) is of Japanese nationality. This can be related back to the Japanese concession during World War II.

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Smart city transformation

Demographics Shanghai

Source: (NBS of China, 2022) & (China Population census, 2020) & (CBS, 2020) & (Chinese Database, 2019)

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Housing Housing prices Looking at the housing prices in Shanghai, two zones know the highest prices within the metropolitan area. The most expensive housing can be found within the central districts of the city. Followingly, the most Southern district is the second most expensive area (Cavish, 2019). Within the center, the average housing price per square meter is estimated at 12.000 dollars. This is around 9.000 dollars per square meters more than within the most affordable districts. However, these districts are situated far away from the center of the metropolitan area and know much higher transportation times and thus costs.

Zooming into the central districts of the metropolitan area, it becomes clear that the most Southern districts are much more affordable than the central and Northern districts. This is a result of the existence of lower quality housing within this area compared to the more Northern situated center districts. Additionally, within the more Northern center districts, there is a higher mixing of functions making it a more fertile metropolitan mix.

Shanghai Housing

Legend $0-3.000 price per m2 $3.000-6.000 price per m2 $6.000-9.000 price per m2 $9.000-12.000 price per m2 $12.000+ price per m2 Source: (Cavish, 2019)

Housing Prices in Shanghai

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Housing density As shown by Yang et al (2013), the density of inhabitants in Shanghai is by far the highest within the center districts of the city. Here, two different types of districts exist. On the one hand, neighbourhoods with 20.000+ dwellings per hectare housing many market-oriented high-rise buildings with mixed functions can be found. On the other hand, districts with 15.000-20.000 dwellings per hectare exist within the center of the city. Also here, mixed-function high-rise can be found. However, here gated plots exist protecting the mixed-use residential and office buildings they are housing.

Furthermore, it is shown that the further from these central districts the amount of dwellings per hectare becomes lower. The islands and agricultural districts know the lowest amount. Here, agricultural lands and open natural space take up more space. Contrasting to the city center, these districts mainly know lowrise development.

Legend 0-500 dwellings/ha 500-10.000 dwellings/ha 10.000-15.000 dwellings/ha 15.000-20.000 dwellings/ha 20.000+ dwellings/ha Source: (Yang et al., 2013)

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Residential density Looking at the residential density estimated by LSE Cities (2005), the amount of residents in the city relatively corresponds with the housing density of the metropolitan area presented on the previous page. The amount of residents within the central districts is the highest and the adjacent districts know a lower amount of people per hectare whereas the districts furthest away from the center house the lowest amount of people per hectare. This is mainly due to the multiple-core development in Shanghai. In the outskirt districts, most housing is situated around the public transportation stations. This brings an alternation between higher densified urban areas and agricultural lands.

Besides this, within the central areas the main type of housing is high-rise housing. Because of this, more housing is available per hectare and thus more people can reside per hectare.

Shanghai Housing

Legend < 40 persons per hectare 40 - 120 persons per hectare 120 - 250 persons per hectare 250 - 320 persons per hectare > 320 persons per hectare Source: (LSE Cities, 2005)

Residential Density in Shanghai, based on (LSE Cities, 2005)

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Shanghai Infrastructure Car network The CBD of the metropolitan area is surrounded by three different city rings: the inner, middle and outer ring. These names are defined by the distance from the rings to the CBD. Because of this, different areas arise within this CBD. These city rings in combination with radiating main roads connect the CBD to the outer areas of the city. Complementary to these three inner-city rings, a large outer-city ring brings together the radiating roads, creating an interconnected car network. Furthermore, bridges connect

the city to its islands. However, as proven by Yuan et al (2018), the private car ownership in Shanghai is very low. Only 25 out of 1000 inhabitants own a car. This can be related to the highly-developed public transportation system within the city. Because of this, the amount of parking spaces within the city is also very low, discouraging the acquisition of a car for the inhabitants of the city. To express this in numbers, the city houses a mere 600.000 public parking spaces for its 28.517.000 inhabitants.

Legend Motorway Primary Secondary Tertiary Source:(QGIS, Ajuntament Barcelona Source: 2022) de & (Liu, 2020)

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Public transportation The public transport system in Shanghai is highly developed compared to many other cities in China and in the World (Hays, 2020). The metropolitan area of Shanghai houses three main train stations. As can be seen in the map on the next page, these train stations connect the city to its districts further away from the CBD, to its direct surroundings and to other cities. All of these train stations are served by Metro lines. Within the CBD, the Metro line network functions as an intensively used fine grain transportation system. This Metro system is the second largest in the world, after the subway system in Beijing. With 676 kilometers of tracks and an annual amount of users estimated at 3.71 billion travelers. After the first line opened in 1995, the network was built-up very quickly. As shown by Yuan et al (2018), the share of people within the CBD making use of public transport is 26% and the share of people making use of car vehicles is 35%. However, what is important to note is that with this car vehicle usage, taxi’s are included. Next to the Metro lines, taxi’s are the most used type of public transportation in the metropolitan area (Hays, 2020). This can be confirmed when the low car ownership to the relatively high percentages of car usage. This is displayed in the infographic on the following page.

Shanghai Infrastructure

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Legend Train Metro Tram Source: 2022) Source:(QGIS, Tourism in Barcelona

Railway network Shanghai

Mobility infographic Shanghai, based on: (Yuan et al., 2018) & (Hays, 2020)

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Economic Profile The majority of the economic activities of Shanghai started to exist after the change from the formerly known planned economy to the current open market economy. This shift has created a globalized economic profile for the city. Besides this, its beneficial location along the East China Sea as well as its history in harbor focused concessions makes Shanghai an important trade port location. As can be seen in the image below, many business parks are situated along the coastline for this reason. Furthermore, most business parks are situated outside of the CBD. In addition, educational areas such as universities are spread throughout the metropolitan area. The further away

Shanghai Economic and Amenity profile

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from the CBD, the larger the campuses are. Within this CBD, a very high number office submarkets are located. Together with many different commercial and retail facilities they create a lively metropolitan mix.

Source: (HKTDC Research, 2019)

Economic profile Shanghai Smart city transformation

Amenities The amenities in the metropolitan area of Shanghai appear to be rather limited to the center of the city. As can be seen in the map below, all hospitals as well as schools are situated inside of the central districts and within the direct Northern and Western districts from this center. Only a few locations are outliers. This can be related back to the existing of multiple smaller city cores around the CBD. Most of the outlying schools and hospitals are situated where these development cores exist. Furthermore, different smaller facilities can be found in and around these cores. However, these are not displayed within the map.

Furthermore, as aforementioned, the universities are situated spread throughout the entire metropolitan area. However, the locations within the center of the city are much smaller compared to the locations further away. The further from the city center, the larger the university campuses are.

Legend Main hospitals Schools Universities Green space Urban area Source:(QGIS, Ajuntament Source: 2022) de Barcelona + QGIS

Amenities Shanghai

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Shanghai Sustainability

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Sustainability in Shanghai Smart city transformation

Sustainability Energy resources In Shanghai, the primary energy sources used can be seen in the diagram on the previous page. Energy generated for the city can mainly be traced back to coal as a fuel (Ruet et al., 2010). Besides this, the second most-used source of energy is oil. Only a very limited amount of energy is generated using renewable sources, such as hydro-electricity and biomasses. When zooming in more to the renewable energy sources, hydro-energy is the most used source followed by thermal energy (Ruet et al., 2010) Water consumption & CO2 emission per capita The average daily water consumption of the inhabitants of Shanghai is 203 liters (CEIC, 2020). In the same year, the global daily average was 134 liters per day (Vewim, 2022). This makes the average water consumption per person 70 liters higher than the global average. In addition, the amount of CO2 emitted per capita in Shanghai is averaged at 11.0 tons per capita per year in the year 2018 (Liu & Cai, 2018). As explained by Zhao (2004), within the inner city of Shanghai, ‘Lilong’ architecture provided ordinary Goals and Ambitions The Chinese Government has stated to want to achieve a carbon peak in the year 2030 and to be carbon neutral by 2060 (Chen et al., 2022). For this, many changes within the current system are needed. Especially when it comes to other countries outsourcing to China. These implications also count for Shanghai. Green, water and built-up space According to QGIS (2022), the amount of paved area within the metropolitan area is 6.341 km2. Compared to this, the amount of urban green space is relatively low, namely 538 km2. Finally, the amount of open water bodies within the urban area results into 490 km2.

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Urban heating Both the urban heating map in summer and in winter times show that the main heating happens around the central more urbanized districts. On an average summer day, the temperatures within the CBD can run very high around 36-37 degrees celsius. Areas closer to the sea have the priviledge of being cooled down by the colder sea air. In winter time, however it can be noticed that higher temperatures are measured more spread throughout the metropolitan area. For instance, along the shore temperatures become higher in comparison to the parts more land-inwards.

Shanghai City Strategy

Heat Map Shanghai Source: (Cui, 2012)

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City Strategy Within the city strategy proposed for Shanghai before 2050 is stated that the city aims at the creation of multiple city cores surrounding the existing CBD. These cores will function as main development areas with a focus on mixed functions. The main function will be residential housing, however besides this offices, facilities and public space will provide lively areas. One of the most important pillars is the accessibility and connectivity of these new city cores. All cores are to house at least one main public transportation hub that directly connects to the existing public transportation network. The development is to be connected as closely as possible to these transportation hubs trough good pedestrian accessibility. (Chen, 2014)

Legend Improve current situation Transform current situation (redevelop) Expand city borders

City Strategy Shanghai Part I

Source: Source: (Chen, Statista2014) (2021)

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Lilong Architecture Shanghainese living space mainly from the 1870s until the 1990s. These neighbourhoods are regulated high-density urban areas for middle and lower-middle class inhabitants of Shanghai. Until halfway into the 20th century, this type of dwelling composed around three-quarters of the total dwellings in the city. Most of the inhabitants of these neighbourhoods had migrated from other parts of the country to find office and manufacturing jobs in Shanghai. On the right side of this page, an area within the current CBD of Shanghai is shown. This area is selected as the city fragment for this analysis. Before 1979 this area housed a Lilong-style neighbourhood, however at present, the area is gated and high-rise buildings are introduced with a mixed function of offices and housing. This drastic change is only one example of many transformations of Lilong architecture into market-oriented new development in Shanghai.

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Within these lilong neighbourhoods, an intertwining relationship exists between the inhabitants and their public living environments, known as the narrow streets ‘longtang’ (Yang, 2021). As the migrated labour workers had little choice but squeezing themselves into these small dwellings with their primary living spaces extended to the longtangs (Zhao, 2004). This is conceptually illustrated in the figure on the right.

<1979

Present

Source: (Google Earth, 2022)

City fragment Shanghai and development

Within this chapter is analyzed how within these neighbourhoods the public and private realm blurs together and develops into a shared, culture-rich social environment for the inhabitants. Lilong concept Smart city transformation

Typology development As shown by Yang (2021), cheap rental housing was situated outside of the Old Fortified Town of Shanghai. Due to a high fire hazard, these neighbourhoods were banned by the municipality in the 1870s. As a replacement, the old Shikumen housing was introduced. From this moment, the economy and the population started to accelerate. Because of this, the Lilong neighbourhood became the most common in Shanghai, demonstrating profitability in real estate at that time. Late Shikumen followed around half a century after the old typology. As described by Yang (2021), this typology emerged as larger housing developments: single or double-bay units of three storeys high. Here, also the width of the Longtangs increased, creating more shared space. Followingly, the New Style Lilong was introduced in various sizes. Here the stone doors to the courtyards were replaced by metal gates, creating more transparency. Originally, only one family inhabited a Lilong-type house. However, due to the emergence of second landlords renting out single rooms as well as a change in property ownership after the Communist Revolution in 1949 (Yuang, 2021). As a result, a large influx of new inhabitants started, which the housing development could not keep up with. Because of this, the

neighbourhoods went from a family per house to a family per room. Because of the overly crowded interiors, the inhabitants were forced to take up all available space to execute their every day activities. Their private domestic lives did not only extend into the hallways and terraces, but they continued on the public Longtang streets. Different activities such as the washing of clothes, cooking, bathing, was moved to the public street life, as illustrated in the image below. As a result, the relationship between neighbours became much stronger and a highly social community with a blurred distinction between the public and private domain arised from this.

Source: (Yang, 2021)

Longtang impression

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Typology change During the 1990s, the living space per capita was rising quickly. This was the result of rapid urban developments and economical developments in the city. Because of these developments, the land value increased and the city started to densify. To create more dwellings, the culture-rich horizontally oriented Lilong areas were sacrificed and replaced by market-oriented developments with a vertical orientation. As can be seen in the graph on this page, the amount of Lilong architecture in Shanghai started to decrease massively after reaching its peak in 1990. (Yang, 2021) However, due to a phase of ‘Old District Redevelopment’, not all Lilong neighbourhoods have vanished and made space for ‘culture-less high-rise developments’.

Amount of Lilong in Shanghai

Lilong Architecture

Where Lilong architecture knew a vibrant and lively streetscape with a horizontal orientation, the new developments focus little on the open space surrounding the buildings. The public realm is often filled in functionally or it is gated. The functionality mainly aims at incorporating the areas into the public tansportation network. However, in the case of this city fragment, the area is gated and only the inhabitants of the buildings in the fragment are allowed in as well as people working in the buildings. Furthermore, the Lilong neighbourhoods had an outer belt in which commercial activities were housed. The new market-oriented buildings also know a belt with more public functions. (Yang, 2021) Usually offices or commercial facilities. However, in this gated city fragment the belt consists out of office spaces only. Little of the horizontal culture is taken from the Lilong neighbourhood and implemented into the new developments.

Typology change

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Densification conclusions Shanghai Verticality replacing horizontality As explained, Lilong architecture has gradually been replaced by high-rise developments because of the increasing land prices within the city. With this, the Longtang streets that were filled with life and culture have been removed along with the sense of a community. The newly developed areas with high-rise mostly appear as impersonal. There is little to no focus on the creation of a vibrant street life, only on functionality. Often times the areas are gated, creating a hard boundary between the public realm and the open space around the high-rise buildings. Only a few Lilong neighbourhoods have been preserved and most of them have even been renovated. They reflect the social history of the strong culture within these neighbourhoods in the city Shanghai. Public transport network and multiple city cores One of the focuses of the city of Shanghai is to create high-densified areas around public transportation hubs. This way, the new developments are directly connected to the existing network within the city.

This also makes the new locations more desirable for residents as well as for companies. With the ambition of the city to create multiple city cores, this topic is of high importance. Through a direct connection to the public transportation system, locations further away from the CBD become subject for high-density high-rise. Mixing of fucntions Another focus is the mixing of functions. Within the Lilong times, this subject did only touch the public realm but also the private domestic life. With a commercial belt, the inner residential area as protected and felt more secured. Looking at the new developments, a belt exists in the lower parts of the high-rise buildings. Here commercial and office functions are housed. Combining this with the multiple-core ambition, these cores would become more self-reliant when mixed functions are offered.

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Tokyo Title Subtitle Smart City Transformation Globe

Tokyo City: 37.3 milion Inhabitants: Japanese Language: 2194 km² Size city: Town for Young People Nickname:

Tokyo is theabout capital Information thecity city of Japan. Greater Tokyo is considered as the total metropolitan area which is called the perfection. Tokyo city consists of the 23 special wards and is considered as the original city of Tokyo. This chapter analyses the city of Tokyo and zooms in to the fragment of Minami Aoyama and the concept of small unit housing.

40 30 Old map of the

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The History of Tokyo

Chapter title/city Tokyo

At time of origin, Tokyo was called Edo. Edo was a small village in Japan and fortified by the Edo Clan. In 1509 Tokyo became the center of government in Japan and in 1603 the Tokugawa Shogunate was established here. In the following 250 years, the city grew rapidly with one million inhabitants at the beginning of the 18th century.When in 1868 the Meiji government was restored and the Tokugawa Shogunate ended, the city was renamed from Edo to Tokyo (Tokyo Metropolitan Government, n.d.). Japan began to develop according to western civilization during the Meiji era (1868-1912). They developed a political system of modern state with the promulgation of the Constitution of the Empire of Japan in 1889 (Tokyo Metropolitan Government, n.d.).

Source: Statistics Japan

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In September 1923 the Great Kanto Earthquake destroyed a large part of the city and killed many inhabitants. After this disaster a city reconstruction plan was made, but the budget was to small to realize Smart city transformation Undertitle

Title map

Source: Statistics Japan

Population growth combined with historical analysis Title, scale Info explaining it. However, after maps the earthquake, the city started to flourish. They created subway lines and opened Tokyo Airport. There was also a rapid increase in residents until 1940 (Tokyo Metropolitan Government, n.d.). The pacific war, beginning in 1941, made a large impact on Tokyo. The city was bombed 102 times. When the war came to an end in 1945, there was not much left of Tokyo. The population was halved since the beginning of the war and there was a lot of material damage (Tokyo Metropolitan Government, n.d.). After the war one of the most important periods in the history of Tokyo started, the Japanese Economic miracle. Which started at the end of world war II and the ended at the cold war (145-1991). During this period, suppliers, manufacturers, distributors, and banks decided to work together forming groups called Keiretsu (Kiprop, 2019), resulting in a rapid growth not only economic but also in population and on an urban level (see figure X). Part I Undertitle

At the end of the cold war the growth slowly became to stagnate caused by the financial crisis in 1990. Currently it is foreseen that Tokyo’s population is starting to decline, with having its peak in 2020. Factors for this forecast is the new structure in society such as the aging population (Tokyo Metropolitan Government, n.d.). However, with this perspective, the Tokyo Metropolitan Government states that its aiming towards the goal of becoming the world’s best city where a balance between economic affluence and the quality of life is achieved and anyone can fully enjoy life (Tokyo Metropolitan Government, n.d.).

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Urban Title map Growth Tokyo 1670

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Existing Urban Form Urban Growth Source: Bart & Hazelzet, Arjan. (2012)

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Urban Growth Tokyo 1940

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Existing Urban Form Urban Growth Source: Bart & Hazelzet, Arjan. (2012)

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Urban Title map Growth Tokyo 1945

Chapter title/city Tokyo

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Existing Urban Form Urban Growth Source: Bart & Hazelzet, Arjan. (2012)

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Urban Growth Tokyo 1989

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Existing Urban Form Urban Growth Source: Bart & Hazelzet, Arjan. (2012)

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Title map

Source: Tokyojapanmap360

Topography Title, scale Tokyo Topography Tokyo Info explaining maps The urban structure of Tokyo is mainly based on the old Edo structure which was again based on the height differences in the natural landscape (Lloyd, 2020). The relief of the bay area in the city center is relatively low, which also makes the structure of the land a great opportunity for cycling as a mode of transportation. However, when moving further into the island, the structure rapidly changes into a more hilly landscape.

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In addition, the current infrastructure of Tokyo is also namely based on the old Edo structure. The largest streets of the city follow the ridges between valleys. Along these streets mostly tall buildings are lined up, which form a shell around the low lying neighborhoods in between (Lloyd, 2020).

Because of this division between highland and lowland, the division between uptown and downtown, rich and poor, can still be seen in the modern Tokyo city (Lloyd, 2020). It can be seen that the plots in the basins of central Tokyo are smaller than on the higher ground. With a result that neighborhoods on the higher levels are more spacious and wealthy.

Undertitle Smart city transformation

Title map Demographics Tokyo

Resident Number

Info explaining maps

In this chapter the focus of the demography lays on the 23 wards, which form the city of Tokyo. Tokyo city is the original city which is now a part of the prefecture Tokyo. In 2022 the population of the whole prefecture ofTokyo is 37.7 million inhabitants. The population of the 23 wards, that together form the city of Tokyo, have a value of approximately 9 million inhabitants. Since the city is one of the largest metropolitan in the world, it is hard to specify exactly how many people live in Tokyo (Ministry of Internal Affairs and Communications, n.d.). Not only in Tokyo but the Japanese society is facing demographic difficulties (Statista Research Department, 2022). They have decreasing birthrates which increases the average age of the inhabitants. At this moment the average age of the country lays at 48.8 years. With these numbers Japan has the oldest population in the world. When comparing these numbers to the population of Tokyo, the same problems can be seen. Tokyo’s population is skewed towards the working age with 68.2% of the residents being between 15 and 64 years old (Ministry of Internal Affairs and Communications, n.d.).The group of elderly is also increasing and is in 2022 20.4% for people of 65 years and older, which leaves the children’s age group between 0 and 14 at 11.4%. In addition the population of Japan is known for its high life expectancy rate, with a national average of 78.8 years (Ministry of Internal Affairs and Communications, n.d.). Causes for this can be the higher pension rate, which makes Japanese residents work longer. Also their active lifestyle and healthy nutrition habits increase the average age in the country and city of Tokyo (Statista Research Department, 2022).

Source: Worldpopulationreview

Population Spread

Source: Worldpopulationreview

Age Distribution

Aging over the years

Source: Government Tokyo

Source: Japan statistical Yearbook, JonMcDonald

Demographics, Population Tokyo City

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180

Title map Info explaining maps

Source: Nippon.com, Arakawa Kazuhisa

Demographics, Households composition Tokyo City

Chapter title/city Tokyo

According to data released by the Ministry of Internal Affairs and Communications of Japan in 2020, the average household size in Tokyo is only 1.95 which is at this moment the lowest in Japan (HKT, 2022). The average number of households has been decreasing rapidly over the years. Morita Yuan, a senior researcher at the National Institute of Social Security and Demographic Issues in Japan, said that; “according to their survey, the tendency of Japanese people to live alone has improved in recent years.”. Younger people do not want to get married immediately since among others their work life is busy. Secondly, the awakening of Japanese women’s rights awareness is also one of the reasons why the phenomenon of living alone in Japan has increased in recent years. According to experts another reason for the decrease in households is the awakening of women rights in Japan. For more women, being single represents liberation (HKT, 2022). It is estimated that by 2040, around half of the Japanese population will be unmarried “solos” who live alone (Kazuhisa, 2020).

Title, scale

181 03

Smart city transformation Undertitle

Title map The amount of foreigners in Tokyo has always been high and increasing rapidly in comparison to the other parts of Japan. After the Great East Japan Earthquake in 2011 the number of foreign residents decreased slightly but quickly raised again from 2014 onwards (Nippon.com, 2019). The largest population living in Tokyo are Chinese, followed by South Korea. In the past Japan’s foreign population was dominated by Chinese, South Koreans and Americans, but recently there has been an intake from various nationalities, particularly Asia (Nippon.com, 2019).

Share of foreign residents Info explaining maps

Nationalities foreign residents

Distribution foreign residents

Source: Hatena Blog

Source: Nikkei Asia

Demographics, Nationalities Tokyo City

Title, scale Part I Undertitle

182

Title map

Average Household income

Smart city transformation

Average income by gender

Source: Nikkei Asia

Housing, Tokyo City Title, scale

Chapter title/city Tokyo

183 03

In Tokyo the average salary is 325,000 yen per month Info explaining maps (net salary), which makes it the highest in Japan and one of the highest average salaries in the world (Stotz, 2021). For a country situated in Asia, it is more aiming towards the European standards when it comes to economy. In addition, most jobs in Tokyo are focused on Japanese knowledge. This means that there is not a large opportunity for expats to work in the city as it is in other metropolitan cities around the world. For those speaking Japanese, there are good career opportunities in the city which will be rewarded in high salaries.

As in other cities, unfortunately the difference between male and female income is still clearly visible. In Tokyo women earn only 70% of what men do.At this moment Japan is struggling to bridge this gap, however, they are trying to attract more awareness to the problem by for example implementing a Japanese Equal Pay Day every year (Amano, Kitazume, & Sunayama, 2022).

The highest incomes can be found in the neighborhoods Chiyoda, Minato and Chuo.These are also the business districts in Tokyo city and the most expensive to live, so a correlation can be found there (Bakki, 2015). When going more to the borders of Tokyo city, where the housing prices are lower,the average salary is decreasing.

Undertitle Smart city transformation

Housing prices

Title map

Part I

Average housing price

Source: M. Tsutsumia, et. Al

Source: Japan Property Central

Housing, Tokyo City Title, scale Info explaining Housing Tokyo maps During the Japanese Economic Miracle, housing prices were steadily increasing, with at the end, around the end of the 1980s, the real-estate prices in Japan exploded and rose around six to seven times (Housing Japan, n.d.). However, during this period, the government tried to slow down the extremely expensive housing market by introducing different policies. Unfortunately instead of slowing down the market, it collapsed during the following decade by over 80%. The lowest point was in 2002, after this prices were increasing but not with a stable view for the future (Housing Japan, n.d.). However, currently during the recent COVID-19 pandemic, housing prices are on the rice again.

map with the housing typologies in the districts, it can be seen that in the bay area there are mainly offices built, from which it can be concluded that there is not a lot of housing present in that area, hence the higher housing prices. Also looking at both maps, apparently normal houses have a lower average housing price than apartments. This can be because of the apartments around the center are mainly inhabited by working professional couples, which earn enough to afford these luxury apartments (Tamura & Reidy, 2022).

When looking at the average housing price per district in Tokyo city, it can be seen that the most expensive housing prices are in the bay area. The further you move out of the center, the lower the average housing price. When you compare this Undertitle Part I

184

Housing typologies

Title map

Number of houses per dwelling type

Source: Yamaguchi, Kazuki et. al (2016)

Source: Statistics Bureau of Japan

Housing, Tokyo City Title, scale Another cause for the extremely expensive houses Info explaining maps in Tokyo is the concentration of population and the intensive industrial and commercial activities in the city center (Tokyo-Tokyo, n.d.). The closer the house is located to the city center, the more expensive it is.

Chapter title/city Tokyo

185 03

There are two different types of housing in Tokyo, the multiple unit buildings and the detached houses. The multiple unit buildings are mostly located along the bay in the city center, the detached houses are more situated along the outskirts of the city. Another remarkable aspect of the housing in Tokyo is that, in the city center, most people rent houses rather than buy them. This is mainly because of the high housing prices. These rentals are mostly through real estate companies which also own the apartment buildings (Tokyo-Tokyo, n.d.)

Undertitle Smart city transformation

Title map Regarding building heights, Tokyo is very strict. Even though the city can be pursued as ‘vertical’,Tokyo aims for buildings to be mostly low rise. When looking into the streets this low-, mid- and high rise is mixed a lot. However, when looking at the overall view, a specific structure in building typologies and functions can be determined. The low-rise buildings are most often used for residential purposes while the high-rise is mostly has an office or commercial function. Having a look at the housing typologies map, this can explain the fact that in the bay area mostly offices are situated. This is namely the area with the tallest buildings.When moving more outwards from the bay, the houses become lower and the functions more residential (Galloway, Klinkers, Golani Solomon, Peirreti, & Reddon,What Rules Make (Tokyo’s secret code), n.d.).

Title, scale Info explaining maps

Source: HOUSEUS, Kent Mundle

Building typologies

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Title map

Source: Tokyo Metropolitan Government

Political Profile Title, scale Info explaining Political profile maps Tokyo The was 250 this the

Chapter Tokyo title/city

187 03

first real political government over the city the Tokugawa Shogunate, which ruled around years over the then called Edo city. After the new Meiji government established and name of the city was changed into Tokyo.

Eventually the government is accountable for the executive power (Embassy of the State, n.d.). Currently Yoichi Masuzoe is the elected governor of Tokyo.

In 1947, after the second world war, Japan adopted a constitution based on three basic principles: sovereignty of the people, respect for key human rights and the rejection of war. This constitution also provided for the three different branches the Tokyo government has: legislative, executive and judicial (Embassy of the State, n.d.). The political system is Japan works as follows, with the Japanese parliament as the highest authority in the city. The house of representatives may elect the prime minister and approve the public budget, while the prime minister itself is to form the government. Undertitle Smart city transformation

Title map

Source: Japan Property Central, Bloomberg, Nikkoken

Mobility demographics Title, scale Info explaining Mobilty Tokyo maps The main type of transport in Japan is by public transportation. They are well known of the so called Shinkansen, which are extremely fast travelling trains. Also in Tokyo city the main type of transport is public transport, which is a combination of metro, bus, light rail, ferry and commuter rail (Helven, n.d.). The accessibility to the public transport system in Tokyo is very good, all residents of the whole prefecture Tokyo can access this network within 5 minutes walking. Use of public transport is not expensive, and the payment is easy. Tokyo has different systems with which you can charge public transportation cards that work on each network and even at taxi’s, convenience stores and vending machines. (Helven, n.d.) Walking is on the other hand also a well-used mode of transportation in the city. In addition, the structure of the city is organized in such a way that every neighborhood has all facilities at walking distance, Undertitle Part I

for example vending machines on street corners. Remarkable is that cycling is also a commonly used method of transportation in the city, mainly because of the flat landscape, cycling is fairly easy for residents. Even though the actual cycling network through the city is only 10 km long, cyclists are moving safely through the streets over the car lanes without many accidents (Jaffe, 2016). Cars are not mainly used in the city, the average car ownership per household in Tokyo is only 0.45. Which is extremely low in comparison to other cities. This is mainly because all facilities are easily accessible by walking, cycling or public transportation. But also because the road network, especially the Shuto Expressway, in Tokyo is perceived as very difficult and dangerous. Driving on the high way is also more expensive than taking public transport since toll needs to be paid to enter (Japanistry.com, n.d.). In addition, many roads are still under construction which makes it more difficult to travel around in the city.

188

Tokyo Subway Network

Title map

Source: Wikiwand

Tokyo Road Network

Title, scale

Info explaining maps

Chapter title/city Tokyo Source: Tunneltalk, Sharon Wilson

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Undertitle Smart city transformation

Title map

Source: University of Tsukuba

Urbanscale heat map Title, Sustainability Info explainingTokyo maps Currently Tokyo is facing, equal to other cities, a climate crisis. Unprecedented heat and heavy rains cause problems in the Tokyo metropolitan area, also the risk of floods and tsunamis increases, which is already a large problem in Japan. The city lacks greenery and is mainly covered in stone and buildings. Also the use of unsustainable energy sources has increased rapidly over the years and only recently is starting to decrease slightly. If Tokyo does not undertake extreme actions regarding sustainability,the city will be a massive heat island by 2050.

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Title map

Source: Country Analysis Briefs, Japan

Source: Tokyo Zero Emissions Strategy

Title, scale Info explaining maps

Chapter title/city Tokyo

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Undertitle Smart city transformation

Title map

Source: Tokyo Metropolitan Government

Sustainability plan Tokyo Title, scale Luckily Tokyo hasmaps agreed to pursue efforts to limit Info explaining the global average temperature increase with 1.5ºC and create a Zero Emission Tokyo. This also includes among others the exit of the use of hard coal by 2030 and being climate neutral by 2050 (Tokyo Metropolitan Government, 2020). In December 2019 the government of Tokyo introduced the Zero Emission Tokyo Strategy, which will include the residents of Tokyo in the plan against the climate crisis. The strategy focusses on six sectors and fourteen policies to promote the specific efforts to the public (Tokyo Metropolitan Government, 2020).

Undertitle Part I

192

Insert city picture here

Title Minami Aoyama Insert essay here

Source: HOUSEUS, Kent Mundle

Location

When you wander through the streets of Tokyo, the most striking part is the difference in building heights and typologies. It looks like there is no planning structure at all within the streets. Minami Aoyama is one of the richest neighborhoods in Tokyo. However, when entering the area it can be seen how close poor and rich are living together. Some buildings are cheaply built and unkempt, while others look outstanding. Also the buildings heights are mostly not aligned (Galloway, Klinkers, Golani Solomon, Peirreti, & Reddon, What Rules Make (Tokyo’s secret code), n.d.). When looking at the functions of the buildings, mixeduse is commonly implemented. Every neighborhood has all the facilities needed and in one single street, many different functions can be found like shops, offices and housing (Galloway, Klinkers, Golani Solomon, Peirreti, & Reddon, What Rules Make (Tokyo’s secret code), n.d.).

ChapterMinami title/cityAoyama Tokyo

193 01

The location itself is situated between a large road and a park . In the location it can be seen that the buildings are situated from high to low like a staircase with the highest buildings along the road side and the low-rise buildings facing the park.

Smart Undertitle city transformation

Location Minami Aoyama within Tokyo

Title, scale

Location city fragment Minami Aoyama

Source: Google Maps

Title, scale

Source: Google Maps

Title, scale Part I Undertitle

194

Title map Different functions within the fragment

Source: HOUSEUS, Kent Mundle

Analysis of the location Even though there is a lot of mixed functions within neighborhoods and streets, a clear use in functions can Info explaining maps be seen within the different building typologies in the city.This is also clearly visible in the Aoyama area. Most often are high rise buildings used for offices, shops and commercial purposes, while low-rise is mostly used as residential.Mid-rise has a mixed-use between residential in commercial, when the commercial is mostly situated in the plinth with residential units in the floors above.

So Tokyo might seem like there is no specific Title, scale or urban plan but in fact there are architectural definitely rules within the zoning of the neighborhoods. Tokyo aims for buildings not to be too large, this is why most of the residential buildings are low-rise. Also regarding the functions, Tokyo wants to extend the possibility of different functions within small areas instead of prohibiting them (Galloway, Klinkers, Golani Solomon, Peirreti, & Reddon, What Rules Make (Tokyo’s secret code), n.d.). This is why one single street can have so many different functions. Building typologies and functions Tokyo

ChapterMinami title/cityAoyama Tokyo

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Undertitle Smart city transformation

Ququri Ikebukuro

Title map Ququri small unit housing Since there are restrictions for the building height within Tokyo, their densification strategy needs to be more in the layout of the buildings. Tokyo, and Japan, are also well known for their small unit apartments. People living in extremely functional tiny houses within these low rise buildings.The Ququri buildings, designed by Spilytus are an example of these small unit housing. They have over 70 buildings within the city. Most of them with only a maximum of 4 stories high. The apartments itself are approximately 9 square meters (Spilytus, n.d.). Around 60 percent of the tenants is aged in their twenties or thirties, the apartments are relatively cheap to rent when comparing it to the housing market in Tokyo (Fuji News Network, 2020).

Source: Spilytus

Location Ququri Ikebukuro within Tokyo

Title, scale Undertitle Part I

Source: Google Maps

196

Title map

ChapterMinami title/cityAoyama Tokyo

197 03

Source: FNN Prime Online

Floorplan Title, scaleQuquri building Smart city transformation Undertitle

Part I

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PART II

Old map of the

Image nr.:Title

Old map of the

Image nr.:Title

Eindhoven ring before transformation

Eindhoven ring after transformation

Eindhoven Smart City Transformation 235.691 inhabitants

88,9 km2 surface area

2.651,2 inhabitants/km2

8 m Height difference

Dutch

Eindhoven is the fifth most populous city in the Netherlands, located in the province Noord-Brabant. Eindhoven is known for being a technology and design city, and ispart of the Metropole region Eindhoven.

€27.500 average annual income 42% car users

48,4% male 51,6% female 30 25 20 15 10 5 0

0-15

15-25 25-45 45-65 65-100

14,0% 0-15 years old 13,8% 15-25 years old 31,4% 25-45 years old 24,1% 45-65 years old 16,7% 65-100 years old

Eindhoven Eindhoven has long remained small, despite early city rights in the 12th century. The first growth spurt came centuries later, thanks to the arrival and expansion of Philips. Because of multiple wars, Eindhoven had to face a decrease in population until the 19th century. But because of improved health care and housing in the last century a growth spurt followed. The largest boost is related to Philips taking over the city between 1920 and 1930 with the construction of housing for employees and eventually even creating schools, parks, sports and leisure facilities in the city (Steden man, n.d.). Because of these large developments there was a major housing shortage created in the city including traffic problems and a shortage in facilities. Because of this housing shortage, the city expanded towards the surrounding villages Woensel, Tongelre, Stratum, Gestel and Strijp (Gemeente Eindhoven, n.d.). A lot is still remained from this period in history regarding buildings and infrastructural planning.

Eindhoven

205

During the second world war,the city of Eindhoven is for a large part destroyed by the bombings of the Germans. Because of this the city changed completely after the war. Eindhoven is becoming to be the fastest growing city in the Netherlands, which again causes housing shortage in the area. Currently Eindhoven is developing a new strategy by re designing old company areas such as DAF and Philips (Gemeente Eindhoven, n.d.).

Smart City Transformation

The graph above depicts the population growth and decline caused by important events.The following maps show the urban growth of the city over the centuries.

Part II

206

Urban form

Eindhoven

Legend Existing urban form Urban growth Source: Museu d’historia de Barcelona

1960

207

Smart City Transformation

Urban form

Legend Existing urban form Urban growth Source: Museu d’historia de Barcelona

1970 Part II

208

Urban form

Eindhoven

Legend Existing urban form Urban growth Source: Museu d’historia de Barcelona

1990

209

Smart City Transformation

Urban form

Legend Existing urban form Urban growth Source: Museu d’historia de Barcelona

2017 Part II

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427 23%

25%

19%

56%

14%

33%

23%

Present use of transport modes

Use of transport modes goal 2025

0.8

>10.000

1.4

Rate of motorization Per 1000 inhabitants

Cars per household

Amount of public parking spaces

€4.00 Number of bicycles per inhabitant

Number of train stations

Bus lines

Cost of public transport (single ticket)

Mobility infographic

Eindhoven

211

The modal split of Eindhoven favours the car as the main mode of transport. The vision Eindhoven op Weg aims for a shift in this modal split, by the year 2025 (Gemeente Eindhoven, 2013). A sustainably accessible city means more pedestrians and cyclists, and more use of the public transport. Simultaneously, this means that the use of the car needs to decrease, especially the short distance trips in and out of the city. The city count a total of 101.690 cars, which means that 42,7% of the Eindhoven population owns a car. There are 0.8 cars per household, which is less than the average of 0.9 cars per household in the Netherlands (Brouwers, 2017). In contrast, the city has a density of 1.031 cars per square kilometre, which is extremely high in comparison to the average of 123 cars per square kilometre in the Netherlands.

The Netherlands is a cycling country. The statistics confirm this once again, because on average a single person has 1.4 bikes. Eindhoven is well accessible by public transport as well. The city has two train stations: Eindhoven Centraal and Eindhoven Strijp-S. Besides trains, the second main public transport is busses. There are a total of 36 bus lines throughout the city, and even more when including the bus lines that go to the nearest cities, like ‘s Hertogenbosch. The city also has an upcoming shared vehicle system. There are several electric scooter and bike sharing companies that offer their services in Eindhoven. Felyx is one of them, and the service area of where to park these bikes covers almost the entire city. Go Sharing also offers shared electric bikes, scooters and cars in Eindhoven (GO-Sharing, 2022).

Smart City Transformation

Legend Motorway Primary Secondary Tertiary Source: Ajuntament de Barcelona

Car network The Ring is the most important road in the versatile city. Not only because of its connecting and separating function, but also as a spatial icon of the emergence of the modern city of Eindhoven. The construction of the Ring lasted over half a century, and it has been functioning as ‘lifeline’ for the city for almost half a century as well. The Ring has been built as a two-lane road with service roads (NL: ventwegen) on both sides. The traffic flow has to be guaranteed if the Ring will keep on functioning as the most important distributer of car traffic in the future. The Eindhoven op Weg vision (Gemeente Eindhoven, 2013) states that in order to achieve this goal, the principle ‘slow motion – fast forward’ will be applied, combined with reducing the number of fully connecting crossing roads with the Ring. This means that the importance of the service roads will increase. These are necessary to distribute the traffic into the neighbourhoods properly, but will be connected in fewer locations to the Ring.

Part II

The ‘slow motion – fast forward’ means that wherever possible the pedestrians, cyclists and public transport will have priority, and wherever necessary the car will have priority. This principle will make sure that the historic radials within the Ring will lead to less through car traffic (NL: doorgaand autoverkeer) in favour of destination traffic of residents, shoppers and the activity in the city district. For example, the Kruisstraat is already arranged as a cycling street, but also in Gestel the Hoogstraat will be rearranged. It will be tuned to more pedestrians and function as a cycling route, instead of through car traffic.

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Legend Cycling routes Bicing station Source: Ajuntament de Barcelona

Eindhoven

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With the Netherlands’ image as a cycling country, it is no surprise that Eindhoven has an extensive cycling network, as is shown in the map above. Besides being able to cycle along most car roads, the city has cycling lanes, and cycling streets where the car has to give priority to the cyclists. Besides these functional cycling roads, the city also offers a total of 72 cultural cycling routes in and around the city, to visit Eindhoven’s highlights (Fietsnetwerk, n.d.). Although almost every part in the city is accessible by bike, the car still has the priority in most cases. Especially pedestrians and cyclists encounter strict physical barriers and unsafe situations when they want to cross to adjacent areas. This results in a partition in both usage and experience between the inner city and directly adjacent districts. The Eindhoven op Weg vision (Gemeente Eindhoven, 2013) aims to prioritise the slow traffic, meaning pedestrians and cyclists, over car traffic wherever

Slow mobility network possible in the city. The goal is an increase in slow traffic of 10% by the year 2025. The principle ‘plaats maken’, which translates to making space, means that the space that is yielded by less car lanes can be used for cyclists, pedestrians and more green space. In the future, Eindhoven will transform into a city with a modern centre with a sustainable network of streets, sidewalks and squares to connect the different city districts, and where the Inner Ring functions as a pleasant city boulevard, where pedestrians and cyclists have priority. For the radial structure this means that wherever possible the historical radials will be arranged to cyclists and pedestrian priority, and secondarily for cars. The fine maze (NL: fijnmazig) network of the pedestrians will be expanded beyond the Inner Ring, enlarging the city centre. Within the city districts the pedestrian has priority, by means of a fine maze network of walking routes. For the cyclists, new fast cycling routes will be built.

Smart City Transformation

Legend Train Bus Source: Hermes (2021)

Public transport network As mentioned before, Eindhoven has two train stations. Eindhoven Central Station is a five-minute walk away from the city centre. Station Strijp-S is located on the border of district Strijp-S, where industrial heritage is transformed into inspiring workplaces, shops and retail. The railway connects to the cities of ‘s Hertogenbosch and Tilburg in north-western direction, to Weert in south-eastern direction and to Helmond in eastern direction. There are dozens of bus lines that move people from, through and towards the city. The two HOV (NL: Hoogwaardig OpenbaarVervoer) lines function as regional

Part II

transport to Eindhoven airport, Veldhoven, the HighTech Campus and Nuenen. A third HOV-line is under construction, and will run from bus station Woensel to the Brainport Industries Campus. Finally, taxi’s are available to drive pedestrians throughout the city. The Eindhoven op Weg vision (Gemeente Eindhoven, 2013) aims to increase the use of public transport with 50% by 2025.The future public transport network will be further developed in relation to the locations of the highlights of the city, in the vision called ‘places to be’.

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Demographics Nationalities

Population

Share of foreign residents

238.305

Foreign 38.5%

Population Spread

61.5%

Dutch

Nationalities foreign residents 48%

Marocco

52% Antilled Suriname

Turkey

Ratio by Age

10%

15%

20%

25%

75.000 60.000 45.000

Distribution foreign residents

30.000

< 5%

15.000 0

0-15

15-25

45-65

25-45

5 - 10%

65+

10 - 15% 15 - 20%

Age

Eindhoven

95+ 90-94 85-89 80-84 75-79 70-75 65-69 60-64 55-59 50-54 45-49 40-44 35-39 30-34 25-29 20-24 15-19 10-14 5-9 0-4

> 20%

25 (*1000 inhabitants)

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Smart City Transformation

Demographics Household Composition

Household size

Couples

26%

Singles

< 1.5

48%

1.6 - 1.8 1.9 - 2.1

26% 26,3%

2.2 - 2.4

Couples with children

> 2.5

Income Average Household Income

< €24.000 €24.000-27.000 €27.000-30.000 €30.000-33.000 > €33.000

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Political Profile

Eindhoven

217

In 1629 Eindhoven becomes officially a part of the Netherlands, the village is at this moment very small. It starts growing immensely when Philips settles in the area in 1891. Philips offers many amenities for their workers in the area such as housing, schools and leisure activities (Gemeente Eindhoven, n.d.). Around the beginning of the 20th century Eindhoven is facing problems regarding housing shortage. After a discussion with the surrounding villages the city of Eindhoven expands behind its borders including the villages in their city plan. The city is growing rapidly until Philips relocates its head quarters to Amsterdam. At this moment Eindhoven is facing financial problems. To counteract these problems, Eindhoven establishes Brainport Eindhoven, which is still a large economic boost to the city (Gemeente Eindhoven, n.d.).

Smart City city transformation Transformation

Accessibility to amenities Of the five major cities in the Netherlands, Eindhoven is one of the greenest. More than one third of the public space is green. This is mainly due to the three green wedges that extend from the outskirts to the center of the city (Erven, n.d.). Since the combination of the surrounding villages with Eindhoven and the industrialization of Philips, green plays an important role in the city. Currently Eindhoven is still trying to restore green in many neighborhoods that were built up by Philips like Limbeek. Eindhoven is known for its Technical university, but also for many other studies, mostly related to technology and art. Brainport plays an important role together with these studies by providing many jobs in the area for students who graduate in technology. Also For students in the art sector Eindhoven provides many opportunities. An example of this is the Dutch design week that is held every year, where art students and professionals have the change to show their work to the public. AprilPart 2022 II

218

Dwelling density

Aanschot Achtse Molen Dommelbeemd

Ontginning

Begijnenbroek Erp Halve Maan Meerhoven

Oud-Tongelre Oud-Woensel

Oud-Strijp

Centrum

Rozenknopje

De Laak

Doornakkers

Oud-Stratum

Legend 0-15 dwellings per hectare 15-30 dwellings per hectare 30-45 dwellings per hectare 45-60 dwellings per hectare 60+ dwellings per hectare

Putten Gesteltse Ontginning

Source: CBS

Housing Housing plays an important role in the density of the city. Housing typologies, housing prices and housing density are three important areas of the housing market that are related to each other. These three maps can be seen on this and the next page.

Eindhoven

Noticeable is the relative density of the dwellings in the city center. This relative high number can be coupled to the primary housing typology in this area of the city. Apartments are the primary housing typology in this area. One part within the city center has villas as primary housing typology, in this area the density decreases immediately. Also, the average housing price is one of the highest in the city in this area.

Oud-Gestel Kortonjo

1 km

2 km

ever, the northern and southern neighborhoods still have quite a high density. These neighborhoods are built during the time period when Eindhoven rapidly developed. Due to its quick development, large number of houses needed to be built. This quick development led to the creation of large working class neighborhoods, located close by the factories present in the city.

In the rest of the neighborhoods in Eindhoven the terraced housing typology is the dominant one. This typology is harder to gain high density in. The outskirts of the city represent the lowest density. How-

219

Smart city transformation

Dominant housing typology

Aanschot Achtse Molen Dommelbeemd

Ontginning

Begijnenbroek Erp Halve Maan Meerhoven

Oud-Tongelre Oud-Woensel

Centrum

Oud-Strijp

Rozenknopje

De Laak

Doornakkers

Oud-Stratum

Legend Putten

Slums Apartments Terraced houses Detached houses Villas

Gesteltse Ontginning Oud-Gestel Kortonjo

Source: CBS

1 km

2 km

Average housing price Aanschot Achtse Molen Dommelbeemd

Ontginning

Begijnenbroek Erp Halve Maan Meerhoven

Oud-Tongelre Oud-Woensel

Oud-Strijp

Centrum

Rozenknopje

De Laak

Doornakkers

Oud-Stratum

Putten Gesteltse Ontginning

Source: Allecijfers

Oud-Gestel Kortonjo

1 km

Part II

2 km

220

Topography

>30m

20-30m 10-20m 0-10m

Sea level

1 km

Topography Eindhoven is Dutch city located in the province North-Brabant. The city received city rights in 1232 and has a long history. Eindhoven is located in the Dommel valley. Originally the city consisted out of multiple smaller villages. These villages have been originated in the higher located areas in between the stream valleys of the Dommel river. Over time these villages have been conglomerated into the city that is currently recognized.

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are designed is based on the typographical location of the city and the lower located valley of the Dommel (Municipality of Eindhoven, n.d.).

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This development is noticeable comparing the topographical map with the map of the urban development of Eindhoven. Here the development in the higher located areas can be seen. There are three wedge shaped lower located areas visible in the topographical map. These wedges can also roughly be found in the green structure of Eindhoven. The green structure consists out of these wedges as well. The way these wedges

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City strategy

Legend Improve current situation Transform current situation (redevelop)

City strategy Eindhoven is actively looking how to improve the city. Two policy documents are used to give a general overview where and how Eindhoven wants to develop over the next +- 20 years. The first policy document used is the densification strategy for the city center. Creating a denser city center creates a quality impuls for the center. One condition is that the center needs to be maintained livable and inclusive (Municipality of Eindhoven, 2019.) The densification needs to take in mind several aspects. These aspects are: 1) Attractive and highly urban centrum 2) Mixed programm 3) Maintain cultural-historical qualities 4) Increase greenery 5) ‘auto luw’ (low car traffic) centrum 6) Tackle sustainability and climate challenges 7) Physical and social safety Part II

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8) High quality and innovative architecture The second policy document that is used is the plannig strategy for eindhoven in 2040. Beside the city center, there are other areas where the municipality will focus the next 20 years. First the city wants to strenghten and improve the three campusses in the city. The goal is to maintain the strong posistion Eindhoven currently has with regard to technological innovation (municipality of eindhoven, 2020). The other areas are determined by the munipality as locations where the livability and safety is under pressure. These locations are prodominatly located around the ring of Eindhoven. The municipality wants to transform the city center into an area with higer density and outside of the center it wants to improve the current situation to make sure the livability and safety are ensured.

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Goals and ambitions

Water consumption and CO2 emissions

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Heat island effect

Legend 50°C wind chill 46°C wind chill 42°C wind chill 38°C wind chill 34°C wind chill

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Source: Nationale hittestresskaart

Sustainability Sustainability is a topic that cannot be ignored anymore. Every city needs to change rapidly to make sure the climate goals will be met.

Looking at the current heat map of Eindhoven there is already a noticeable formation of heat islands in the city center, whereas the outskirts of the city are significantly cooler.

The municipality of Eindhoven has multiple topics they want to tackle with regard to sustainability. Direct emissions, build environment, mobility and industry are the four main topics the city focusses.

This can be coupled to the green structure of Eindhoven. Looking at the green structure, Eindhoven has an extensive green structure but it is not spread over the entire city equally. Especially the city center lacks large volumes of green.

Main goals the city has set is to reduce the total amount of CO2 Emissions, reduce the usage of primary materials with 50% and be climate neutral in 2050. One reason behind the sustainability plans are the effects climate change will have on cities. The temperature is rising and cities need to be adjusted to be able to cope with this rise. Heat islands will increasingly occur in cities when the design of cities will not change. As well as drought and flood problems. Part II

Besides changing the city in such way that the release of emissions will be reduced as much as possible and as quick as possible, the city needs to adapt to rising temperatures and other consequences due to climate change.

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Revitalize the Canal Inspired by Amsterdam, by Stan Jansen

Revitalize the canal Introduction Implementing the smart densification strategies found in the city and fragment analysis on a location around the ring of Eindhoven is the main focus of this chapter. First a location has to be chosen. The location that is chosen is around the canal of Eindhoven and west of

the ring of Eindhoven. This location is chosen because of the natural connection between the canals. Despite the relative unim-portance of the canal in Eindhoven it is an interesting area densify the city. Recent developments in the area show that this region of Eindhoven can be an interesting place to implement the densification strategy the municipality has in com-binations with the findings in previous chapters. Location design assignment

Amsterdam Revitalize the canal

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Site plan

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Site analysis Looking more in depth in the location itself the industrial origin is immediately visible. The area consists of large warehouses. The canal of Eindhoven has been dug out between 1843-1846. The reason behind the ca-nal was a better connection to the nationwide canal network. This canal network became more and more important during the industrial revolution and industrial sites from Eindhoven, Geldrop, Mierlo and Helmond are situated around this canal (Heemkundekring Eindhoven, n.d.).

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This industrial presence is still visible, despite the canal lost its function for shipping industrial goods in 1974 and has currently only a recreational function. This industrial feeling is noticeable thanks to the large scale warehouses. looking at the volumes of the buildup area. Three distinctive volumes can be seen in the area. Two large volumes on the eastern and western side of the location and one smaller volume in the center of the area.

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Surrounding areas

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Surrounding areas The area is on the north side flanked by a neighborhood that houses predominantly row houses. This type of neighborhood extends itself up north towards the railroad. Between the area itself and the row houses a small green belt is separating each other.

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On the eastern side the ring of Eindhoven is located. This creates the biggest barrier for the area. This large infrastructural object creates a barrier between the site and places east from the ring. The ring road is ele-vated and therefore predominantly creates a barrier for close vision. Connectivity wise, the area east of the site is easily visible due to the fact that a road lays underneath the ring road. On the south of the area, the canal is located. Forming a barrier as well. The canal can only be crossed at one close by location at the moment. Next to the canal the old Campina factory site is located. This

area is being redeveloped at the moment of writing. The plans for this area have already been implemented within the site plan of the whole area. The area will be transformed into an mixed-usage neighborhood with a diverse set of functions. There will be a mix of low rise buildings, representing the current atmosphere, and higher rise buildings. This way a new urbanity should be created which focusses on the people (Delva, n.d.). The site is on the one hand flanked by a traditional Dutch neighbourhood and on the other hand by a more experimental design. This combining with the barriers formed by the canal, green edge and mainly the ring. The new design should find a way to fit itself right within these surrounding by using the right densification strategies.

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Barriers and surroundings

Legend Row house neighborhood Redeveloped Campina terrain Green barrier Ring barrier Water barrier

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Amsterdam fragment placed in the area

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Amsterdam fragment Placing the fragment of Amsterdam right within this area can help get a better understanding on how this would interact with each other. When looking at what this would do to the area, there can be concluded that two fragments fit right within this area. Combining this with the two large building volumes and the courtyard principle found in the fragment analy-sis. The first design step can be created.

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This will be done in three stages. The first stage is to define the volumes of the building. The second step is to simplify these blocks into two large blocks. The last step is to take create the courtyard within these blocks. Doing this fits perfectly within the densification strategy based on the canal fragment as well as the scale that the design needs to meet to make this successful .

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Step 1: Define the volumes

Step 2: Simplify the volumes

Step 3: Created the courtyards

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Schematic siteplan

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Further design Taking the two courtyards as a base for the design above a schematic overview of the final design is shown. In-between the two courtyard buildings, a third building block has been created. This block will function as the commercial axis of the plot.

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Using the principle of the axis in the canal fragment for the idea behind this as well as implementing a mixed-use zoning plan in the area. The idea of mixed zoning is mentioned by the municipality of Eindhoven as one of the important aspects for its densification strategy (Municipality of Eindhoven, 2020). The main zoning plans of the area are shown on the next page. The idea behind the zoning is to keep the eastern courtyard more close to the canal district with some additional density increase and the main focus on housing. Whereas the western courtyard building focusses on housing in the shell of the building and of-fices located more inward where

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the courtyard is located. This way the zoning of the whole area is mixed up. The central area, where the commercial functions are located has an important role in creating a con-nection between the two courtyards. The commercial area will house different shops, cafes and restaurant and a public area where festivals and public gatherings can be organized. The location for this even space will be the southern building in the commercial zone. This building should be designed in such way that it connects with the canal. On the next page the design is also placed on the scale of the city ring. The sheer size of the courtyards is something that strikes your vision immediately. Therefore, it is important to really consider the design of these courtyards and making sure the zoning is divided proportionally.

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Flexible design One important aspect of the canal fragment was the flexibility this piece of Amsterdam has shown over its fairly long history. Designing with large societal changes in mind is hard but it should be done.. This design has some elements that take this in mind.. The viewpoint on mobility is changing and the role of the automobile in future cities is becoming more and more questionable. However, currently the car cannot be taken out of the city entirely and probably will never happen.

parts of the Amsterdam canal zone. 3D visualzations The last part of this design assignment will show the simple 3D models of each building in the area. The simple render below shows the entire plot wheras the other images a simple representation give of each building seperately. Render location

Car parking however is a space pillaging problem. The parking facilities in this area will be placed on the edges of the plot. This way the transport will be led towards the edges and not in the area itself. Again this is a principle also present in the design of the canal zone in Amsterdam, However this specific idea was not present in the analysed fragment but mentioned by Abrahamse (2010) in its analysis on other

Simple render location with location of the parking garages Flexible parking space

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Flexible parking space

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Locations models

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Location 2

Legend Housing Commercial Offices

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Jardins de la Ciutat Inspired by Barcalona, by Anna Houtsma

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Jardins de la Ciutat Barcelona solved the need for densification by means of Manzana blocks. Adaptations to these blocks were made to house the growing population of the city. However, the city realised that this densification can not continue on forever. At some point the value of living is decreased too much, and needs to be restored, resulting in undoing the priorly made adaptations. Also, the new superblock model is a way to shift to more sustainable mobility and improve the green structure of the city. All the findings from the Barcelona city and fragment analysis are applied to a case in Eindhoven. The location for the development area is along the Ring of Eindhoven, in the south. The area is bordered in the north by the Ring, a dominant factor in the urban

layout of the city. The Ring is a four-lane 70 km/h road. The area is bordered in the west by a fourlane 50 km/h road. In the south the area is bordered by a single-lane one-way road that is the start of a residential neighbourhood, meaning a maximum 30 km/h velocity. Finally, the area is bordered in the east by the river Dommel, and behind the river are the Genneper Parken. The goal is to apply the knowledge gathered from the Barcelona analysis into this specific location in Eindhoven. A new development area will be designed with high density mixed functions, to examine whether the Barcelona principles can fit in the Eindhoven context. This project is called “Jardins de la Ciutat”, meaning city gardens in Catalan.

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Current Ring with development indication

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The Jardins de la Ciutat design is visualised schematically above. The superblock model is applied in a superblock of six instead of nine Manzana blocks, to sit the shape of the location better. Also, the size of the individual blocks is changed. The original Manzana block is 113,3 metres in both directions, meaning that the superblock is almost 400 metres in both directions. This scale is not suitable for Eindhoven, resulting in the individual blocks being scaled down to 75 by 75 metres. In the original design, the depth of the Manzana blocks is a maximum of 20 metres, in this case it is 14 metres. Finally, the new blocks are all five storeys high.

It is schematically visualised how the design connects to its surroundings. The roads continue along the development area, but do not run through it, restricting the traffic to the outside of the development area. The parking of the privately owned cars will be solved underneath the first block connected to the Ring. The publicly open green structure in the middle of the superblock connects to the greenery in the north behind the Ring, in the south to the greenery of adjacent neighbourhoods, but most importantly to the green structure of the Genneper Parken. The shape of the interior garden opens up in this direction, allowing the Park to expand into the superblock. This interior green space is thus a traffic-free, pedestrian priority public space, as inspired by the Barcelona superblock model.

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New development: detailled The map above shows the more detailed version of the Jardins de la Ciutat design. Here, the quality of the public space is visualised more in depth. The distribution of the trees in the area fulfil besides the increased green structure with its health benefits, also the aesthetical function of visually and audially protecting the area from the large busy roads. There is one small parallel road leading into the area that is included within this barrier. The green stepping stones of trees are continued into the interior garden, but with a decrease in size more suitable to the pedestrian scale. Organic walking routes meander through this interior garden as well, continuing into the Genneper Parken. This lively inner space is filled with possibilities for strolling and passing by, but also for staying at an outdoor terrace and visiting the public plinth of the blocks.

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Future researches can look into the quality of the interior garden within an individual block in more depth. This research has limited itself to the present-day shape of the fully enclosed Manzana block with a restored interior garden. Future researches can also look into restoring the original design of Cerdà, with the blocks being open on one or two sides, allowing for interior gardens of multiple blocks to form one larger city garden, and variations of this.

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New design in context

Jardins de la Ciutat

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New design in Ring context Smart City Transformation

Isometric projection of volumes

Mixed functions: schematic

The images at the top show what the design looks like in 3D. On the left the total superblock is visible, giving an additional dimension for a better understanding of the design. Each block has five storeys, as is shown in the image on the right. The design assignment has certain requirements for floor area for certain functions, as stated in the legend. The distribution of these functions can be different for each block, but an example is visualised. That every function will be present in each individual block is determined, but the ratio may differ. In all cases, the plinth of the block will contain public retail functions to attract visitors into the area. Offices for people working in the area are also present, as well as housing for people living in the area. The ratio of the different functions may also differ between the outside and the interior of one individual block, like the example visualised above. The images on the left show what the schematic Jardins de la Ciutat design look like within its context. Especially clear are the harsh borders of the two main roads, but it is also visible how the green structure of the development continues outside the area. When looking at the design within the context of the Eindhoven Ring, it is evident that the size of the superblock is extremely large in comparison to other buildings along the Ring Road, even when the Manzana blocks are scaled down for the application into Eindhoven.

In conclusion, this radical new development design is not suitable for this location, nor for Eindhoven in general. The city of Eindhoven does not have building blocks of this size, even when they are scaled down compared to the original Manzana block. However, adaptations can be made so that the design fits better into the Eindhoven vision. Opening up the courtyards to the outside is also in the Verdichtingsvisie. However, here the combination with a high-rise Brainport layer is made, which is too far away from the Barcelona design inspiration.

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Drukkerijkwartier Inspired by Berlin, by David Janssen

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Drukkerijkwartier Multifunctional buildings (housing and commercial/industrial) 6 floors Courtyards interconnected Green nearby Good infrastructural connection Shared facilities Concept explanation Drukkerijkwartier Concept

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The Drukkerijkwartier is located in the Northwest of the city of Eindhoven attached to the ring. This area can be seen as an opportunity to densify Eindhoven, instead of creating new neighborhoods further away from the city center.To create a concept for the design of the Drukkerijkwartier in Eindhoven, a conclusion is derived from the analysis of Berlin and the Meyer’s hof. Six concepts are derived and implemented into this new design. Firstly, the aspect of multifunctional buildings. Meyer’s hof combined industrial, residential and commercial elements. Secondly, the number of floors is approximately six, this makes the design interesting to densify without using

high-rise buildings. Thirdly, the courtyards are interconnected and make provide shared facilities. Fourthly, there is green nearby to recreate and provide cooling. Fifthly, a good infrastructural connection is available. And lastly, shared facilities ensure use of the area during daytime, nighttime, week and weekend. This concept is used to create a new design for the Drukkerijkwartier. This design is also displayed in the ‘Eindhoven ring after changes’ map.

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1:30.000 analysis Analysis (1:30.000)

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To make a good functioning design for the Drukkerijkwartier, the area must be analysed thoroughly. Firstly, the area is analysed on a bigger scale. The area is located in between the train track on the East and the highway (A2) on the West. It is connected by the ring and Tilburgseweg to the traintrack and highway. North of the area the green areas of Halve Maan are located. These green areas are connected to the city centre via the railway and roads that are surrounded by green. Another important road is the Kastanjelaan that is located in Strijp-S and connects the Drukkerijkwartier to the city centre. Close to the Drukkerijkwartier, the Evoluon is located. Also the PSV stadium is close to the Drukkerijkwartier, reachable by following the Kastanjelaan. The analysis is translated into a conceptual framework for the Drukkerijkwartier.

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1:5.000 analysis Analysis (1:5000) Analysing the area in a more zoom in situation, other things are interesting to mention. The current building stock shows a variance within and surrounding the area. The darkest grey buildings are offices and commercial buildings, the lighter grey are apartment buildings and the lightest grey are residential houses. The car network has a big impact on the area, it is fully surrounded by big roads. The ring is the biggest barrier, the road south of the area is also a big boundary, while the road on the east of the area is smaller and therefore less of a boundary. To translate the boundaries into a design, the ring of Eindhoven is the most important boundary.The new buildings on the edge of the area should function as a border between the area and the ring. The analysis is translated into a conceptual framework for the Drukkerijkwartier. 1:5.000 concept Part II

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The concepts are translated into a design for the Drukkerijkwartier. The basis of the design are the buildings that function as a border between the area of the Drukkerijkwartier and the ring of Eindhoven. Between these buildings and the ring, a bicycle path is located. Another bicycle path runs through the area, extending the Kastanjelaan that connects the area to the city centre. This bicycle path is surrounded by green and trees. The Southeast part of the area contains a small park with the connection between the Kastanjelaan and the bicycle lane. The rest of the area is planned for ten courtyards that connect a couple of building blocks. The building in the south of the area, in the middle, is a direct translation from the Meyer’s hof in Berlin. It has a couple of buildings that are connected by courtyards which are interconnected by entrances through the buildings.

The axonometric shows the different functions of the buildings. A couple of buildings are partly used as offices and shared workspaces. The building that is directly translated from the Meyer’s hof in Berlin has both offices and shared workspaces, next to residential apartments. The eastern buildings have a commercial ground floor that faces the street between the Drukkerijkwartier and Strijp-S. Inside the buildingblocks with bigger courtyards, four shared facility buildings are located. These are not jet filled in, but can be used as shared workspaces, day-care or café/restaurant.The building in the centre will be a community centre with multiple functions to provide the residents of the area of the Drukkerijkwartier.

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Social • Shared spaces • Rich and poor Sustainable • Green structures • Transformation Balance • Housing, commercial, offices • Highrise – lowrise

Social • Socially inclusive • Mixed types of people Sustainable • Climate resilient • Future perspective Balance • Mixed functions • Variation Conclusion

Conclusion What can be concluded from analysing Berlin, conceptualising Meyer’s hof and Designing the Drukkerijkwartier in terms of urban transformation and densification? The Meyer’s hof consisted of shared spaces (the courtyards) and a rich and poor people living together. Berlin focusses on green structures inside the city and is currently and planning on transforming a big part of the city. In the design for Drukkerijkwartier, a balanced design with offices, residential and commercial has been implemented and elevation of buildings used as border or to create openings and connections.

This can be translated into three main conclusions: a city densification should be social, sustainable and balanced. Socially by being inclusive and design for mixed type of people. Sustainable by designing climate resilient and thinking about future transformations in new designs. And lastly balanced, by implementing mixed functions and create variation in the design.

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Transit Vertical Hub Inspired by Hong Kong, by Dominika Kłopotek

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Location

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The Transit Vertical Hub is attached to the ring and is located in the northwest corner of Eindhoven. Inspired by Hong Kong’s Mass Transit Development, this area can be viewed as an opportunity to densify Eindhoven. Strijp-S is a residential area and former industrial park in Eindhoven’s Strijp district. The area was owned by the electronics company Philips. In the former industrial buildings, creative businesses and housing have been established since 2000. Philips’ former industrial area has been transformed into a meeting place for art, design, and technology. Eindhoven train station serves Strijp-S. The district is served by the railway station Strijp-S..

The idea was inspired by Transit Oriented Development in Hong Kong, but it is also closely related to its location. A design is surrounded by iconic industrial architecture and matching new investments, and there is a significant green plot on top of that.

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Title map

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Title map Info explaining maps

Strip S has its own distinct identity. The primary goal was to improve the site and make use of unused space. A green project that connects two railway tracks.

Transform a post-industrial installation and raise a portion of the pedestrian population. new green pathways are created, as are new connections between public space and mass transit. Height and mass are appropriate for the surroundings, and the design reflects the location’s industrial heritage. Exterior materials, patterns, and colors should complement the surroundings. The commercial program contributes to the local economy.

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HONG KONG | Seminar Smart City Transformation 2022

The program is in line with city development recommendations and includes a mix of programs such as sales, retail, and social housing. The area is now extremely dense, with compact cores and floor plans. Quality public space is provided by communal roofs and terraces. The images on the left depict a volume study in which the ground and first floors have not yet been covered in green.

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The existing conditions of the site include two main lines of transportatioon that are a crucial element to the district. The new intervention builds off of the Hong Kong housing development strategies by including the train station as a podium for the new proposed housing types.

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The addition of the green hill provides a park and a connection bringing together the two sides of the train tracks. The green paths of the hill are connected to the existing industrial installations. It allows for an additional elevated pedestrian pathway. The Green quart yard allows sunlight to reach the podium below.

The Offices are placed in the centre of the design, creating a landmark and feature within the district. The building is rotated from the street creating a new line for the eye to follow. The office block is placed at the end of the street, not only becoming a feature, it acts to close off the street creating a defined space. This is done intentionally in order to emphasise its commercial value.

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The Organic City Inspired by Sao Paulo, by Miriam Pouwels

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The Organic City After the thourough analysis of Sao Paulo and Favela do Popai within, the conclusions of these elements can be used to implement a new design in Eindhoven, on the ring. The right page shows the before and after designs of all cities, with in red the new design based on the favelas in Sao Paulo; the Organic City.

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With a conceptual basis, the new design will be implemented, with the concept shown on the right. This concept will focus on a lively, public plinth with a commercial function to it. The upper floors and the middle of the block will house inhabitants with a living function. With a dense block, the amount of people living there will be increased, however, the buildings cannot exceed the 3-story limit. These dense buildings will focus on the community and the life on the streets, to provide this, a hierarchical design of public spaces is implemented and cars are banned from the block. These elements together form a guidance to any new dense design with a Brazilian influence and will be implemented in Eindhoven to see how it works and is perceived.

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Different aspects to the organic city design Smart city transformation

In the final design, all these different aspects are combined from the concept. A new, dense design shows a green neighborhood due to the public parks. On top of this, the gardenroofs that are abundantly present in Sao Paulo are also implemented everywhere in Eindhoven. On top of this, a public plinth is created around the block, leading to a social and commercial function, attracting people to the neighborhood. The organic structure is implemented through the way the buildings relate to eachother and the inhabitants are asked to participate in the realisation of the design, adding to the feeling of the community. All together, the new design shows an engaged neighborhood, with an increased density. A place where people feel at home and live in a green, car-free neighborhood. Somewhere where participation is encouraged and innovation is stimulated. A smart city transformation, guiding us in the right direction.

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The Vertical Street Inspired by Shanghai, by Merijn van der Does

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The Vertical Street Densification conclusions Eindhoven

Within the ‘Verdichtingsvisie Binnenstad Eindhoven’ (2020), different strategies for densifying are described. In the final design in this chapter, the following strategies are of high importance. Mixed programme The Municipality of Eindhoven states to want to realize more mixed programme high-rise development. Through implementation of this mixed programme including housing, work environments, relaxation, commercial functions and healthcare, the liveliness of the city becomes higher and a diverse urban fabric is created. Active plinths One of the main focus points is the creation of active plinths. This way the high-rise buildings become more connected to their surroundings. Besides this, a more lively, safe and welcoming streetscape is created.

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Vertical programme Through vertical programming within the new developments, not only the streetscape becomes more diverse, but also the buildings on themselves. On different levels within the buildings, different functions are to be hosted. Use of roofs Furthermore, the municipality wants to aim at using all space a building has to offer, including the rooftops. This space can be used for the provision of functions for the inhabitants of the buildings, for green spaces or for energy generation.

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Zones context

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Location analysis - Zones On the left page, the design area location is indicated. Situated along the Eastern side of the city ring, this area finds itself surrounded by important areas within one of the famous ‘green fingers’ of Eindhoven. Below, the different characters of the important surrounding elements are highlighted. TU/e and Student housing Located right on the other side of the city ring is the Technical University of Eindhoven. The green campus is an important operating base for many students in Eindhoven. Currently, on the design location, modular student housing is situated. However, even with this, Eindhoven is coping with a shortage in student housing. For this reason the new design will aim at creating a strong connection to the TU/e by the provisioning of functions and the creation of student housing.

Wasven The design area is situated directly next to the Wasven area. Here volunteers, workers and participants come together to celebrate this natural, green part Eindhoven has to offer. A restaurant is located and urban farming activities are carried out. Furthermore, events are organized. The qualities of this natural area should be directly linked to the new design.

Berenkuil The Berenkuil is a traffic-junction with two different levels: one for motorized traffic and one for slow mobility traffic. By separating the two, a more safe and pleasant situation is created mainly for cyclists. The Berenkuil is characterized by the legal graffiti arts it houses along with related activities. Furthermore, the cycle-level of the Berenkuil is situated below ground level and the design area is higher. To connect the two together, a new entrance to the Berenkuil can be created. Karpendonkse Plas & Dommel valley & IJzeren Man As aforementioned, the design location is situated along one of Eindhoven’s green fingers extending the natural environment into the inner-city. The TU/e, Karpendonkse Plas, Dommelvalei and Wasven are very important factors for the continuation of this finger and the design location brings many possibilities for strengthening it further. Besides this, the Karpendonkse Plas, Dommel valley and IJzeren Man offer a green view from the design area.

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Road structure

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Location analysis - Infrastructure Car network As aforementioned, the project area is situated along the city ring of Eindhoven. This city ring encloses the project area on its Western side and creates a noisy barrier, due to the heavy car traffic.Very nearby, an important provincial road radiates from this city ring at the junction formed by the Berenkuil. This road is an important factor in the cities’ in and outflux of car traffic. Furthermore, a radiating road into the inner-city connects the design location to the central station as well as to the TU/e and other radiating roads (e.g. J.F. Kennedylaan). The design area, is only directly accessible from a small car road connecting to the Berenkuil. However, with student housing only few cars need to access the location and this road should suffice. Railway On its Southern side, the design location is enclosed by the train rails connecting Eindhoven central station to Helmond, Weert and cities further afield. This does not only form a physical barrier, but also creates noise nuisance for the to be developed student housing. Bicycle network The design area is situated along the important bike traffic junction, the Berenkuil. This offers an important direct connection to the TU/e and to the city center. Furthermore, the design location is situated along a bike street, where the cars are considered guests and safety of cyclists must be ensured. Since students in the Netherlands cycle as their main use of transport, these connections are very well suited for the to be developed building. By creating a new and improved connection to the Berenkuil, the area should be properly connected. The new footprint The new footprint of the building allows for shelter from the different surrounding infrastructural elements and for the continuation of the natural area the Wasven. The design will be explained more thoroughly on the following pages.

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The Vertical Street Taking the densification conclusions from Shanghai and Eindhoven and combining them with the location analysis, the following design has come about following the concept of a lively continuous street on different height levels of the building. Here the four main aspects will be elaborated. Bicycle connections To improve the connection to the TU/e as well as to the city center from the design area, a new entrance to the Berenkuil is required. In the middle of the courtyard, a bicycle parking for the inhabitants of the new building is introduced. The students can enter

the courtyard through a tunnel from the Berenkuil and park their bikes safely in the bicycle parking. Furthermore, they can access the Wasven by exiting from the other side of the courtyard. Horizontal and vertical street continuation Building upon the concepts brought by Lilong architecture of a strong community built upon horizontal public life as well as the concept of the municipality of Eindhoven for vertical programming, a street has been created extending over the rooftops of the building. These rooftops are all situated at a higher height level than the previous and form a cascading public street. This street ends on the final rooftop, where a ‘Skybar’ is situated on a large roof terrace

Bicycle connections

Vertical programme

Horizontal and vertical street continuation

Wasven continuation

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Movement and sequence of interconnected active and green rooftops Smart city transformation

overlooking the Karpendonkse Plas and the IJzerenman. Wasven continuation Finally, the inner-courtyard as well as rooftops have been designed as such that they integrate the natural environment offered by the Wasven area. The green structures surrounding the design area can now integrate the building block, making it a part of the whole. Furthermore, by implementing green space on the rooftops, the green structures can extend on different height levels. With the infilling of these new green spaces, special attention goes to the improvement of biodiversity as well as the increase of water retention in the area. Furthermore, it should offer

the inhabitants space for relaxation and meeting as well as a direct connection to the natural area the Wasven. Vertical programme On these cascading rooftops, a vertical programme is integrated to create activities on the rooftops. These activities range from sporting activities such as bouldering and urban farming. The students living in the building can directly access the rooftops from inside the building and can participate freely in all activities. This programme will ensure liveliness on all different height levels of the building and stimulate a strong social community in the building through participation.

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Tokyo Street Inspired by Tokyo, by Tatelijne Smink

Old map of the

Image nr.:Title

Old map of the

Image nr.:Title

Tokyo Street

Source: 365 Asuka

After analyzing the neighborhood Aoyama and the small unit apartments Tokyo is known for, these densification strategies can be implemented in Eindhoven. The location chosen is along the ring road next to the Stadswandelpark, which is in line with the location in Aoyama which location also has these factors in the plot. Currently there are 3 large apartment buildings situated in the plot with large distance from each other and no connection with the park. The function of these apartment buildings is only residential.

Source: Google Maps, AHN

Chapter title/city Tokyo Tokyo Street

285 03

Location Stadswandelpark Eindhoven Smart city transformation

Eindhoven ring original

Eindhoven ring after changes

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Chapter title/city Tokyo Tokyo Street

287 03

Combining the typologies into one building Title, scale Smart city transformation

As analyzed in the city fragment of Aoyama, in most cases the building functions are coherent with the height of the buildings. Since the densification strategy of Eindhoven aims for a mixed use of functions within buildings, it is a great opportunity to combine these different heights and functions from the Aoyama area within one building. In the figure below the new design for the building can be seen. This building will have a high-rise part with a function for offices and a public plinth for commercial purposes like shops and restaurants. The mid-rise section will be a mixed use between these offices and high end residential apartments. In the lowest part of the building, small unit apartments will be situated, comparable to the Ququri apartments of 9 square meters. The low-rise part will be four stories high, which is common looking at the average height of the Ququri buildings. In the middle the building will have a square with a ‘street like’ open connection to the park. The building should simulate

a street in Tokyo where all functions can be found within the strategy of the different building typologies. The building will be, similar to the Aoyama area, situated with the high-rise facing the road. In this case residents will have less nuisance from the ring road. The lowest part of the building with the residential apartments will be facing the park. Together with the opening from the square the connection between the park and the building will be stronger in comparison to the current design. The mid-rise and low-rise parts of the building will be covered by a green roof garden, to make up for some of the lost green space by placing the building partly in the park.The mid-rise roof garden will be publicly available for people visiting or working in the building.The roof garden of the low-rise part will be only available for residents since outdoor space is important, especially when living in a small apartment.

Title, scale Info explaining maps

Different functions Undertitle in the new building,Tokyo Street Part II

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Section New Building,Tokyo Street

In the figure on the right, the final placement of the building in the area next to the ring road of Eindhoven can be seen. The building will take up some green space of the park, but this will be compensated by the green roof gardens. The building will be a radical densification structure in this part of Eindhoven, the most challenging aspect is going to be the fact if residents of Eindhoven are willing to live in the small unit apartments. However, this will be a great challenge for Eindhoven to accept. If more volume is not possible, the layout of the inside becomes more important. In conclusion, the new design will combine the New situation Stadswandelpark different functions within the different housing typologies Tokyo has. The low-rise part of the building will be, as in Tokyo’s strategy, used with a residential purpose by implementing small unit apartments. While the mid- and high-rise will be used with a mixed purpose of luxury residential, offices and retail. The design will feel like you are walking in a typical street in Tokyo, with all functions mixed and combined. Because of this open street towards the aligning park the new building will have a better connection with the green than the current design.

Chapter title/city Tokyo Tokyo Street

289 03

Source: Google Maps

Smart city transformation

Source: Google Maps, AHN

New situation Stadswandelpark Part II

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Eindhoven ring before transformation

Eindhoven ring after transformation

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