CHAPTER 2 LITERATURE STUDY
2.1 INTRODUCTION
Public space is the art of transforming public spaces into vibrant, interactive and engaging areas that promote social interaction and community building. One of the most challenging public spaces to transform are busy streets, but with careful planning and creative ideas, it is possible to turn them into lively and attractive places for people to gather.
- WHY?
Elshoshtawy (2014) points out that cities are likely to consist of major public space that is located in the centre which is important to the residents as well as a place of gathering without restrictions. Besides being strategically located, historical and political events could also influence the emergence of public spaces in the city.
As described by Oldenburg (1999), public spaces are the city’s living room which he also added that they could become a third place besides home and work.
Lynch (1960) stated that public spaces are considered as nodes in which they are a crucial part of a city's image Lynch (1980) cate gone imageability of the city into five types of elements that give identity to a city path, edges districts, nodes and landmarks as stated in his book called "The image of the City The elements can be further discussed as below:
Paths Channel along which can be used by the observer to move through it such as streets and, walkways. Transit Ines, canals or railroads (Lynch, 1980).
Edges Line elements which may be penetrable or non-penetrable bearers that are not used or considered as paths by the observer (Lynch, 1980).
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Districts Medium to large sections of the city with common character (Lynch, 1980).
Nodes Points where people enter as the strategic spots in a city such as junctions and transit (Lynch1950).
Landmarks External points are defined by an observer which is defined as a physicalobjects such as a building sign store or even a mountain (Lynch, 1960).
(Lamit. 2004) The structure of these elements contributes to the vividness clarity, or legibilityofacity's image which whenproperly arrangedcanimprove the imageability of a city, about the image of city paths and nodes are the main elements that made up open spaces
Vanous research studies stated that public space can be seen as a reflection of different cultural and social values (Are! 3 Meyers, 2003) Study by Lynch (1960) found that different social groups do not see the city the same way. Through cognitive mapping, different ethnics and gender showed various perceptions of public spaces in terms of size and memorability of its features Streets, parks, squares and other shared spaces have been seen by urban theorists as the expressions of achievement and aspirations as well as symbols of collective well-being and the possibility of a cityAmin (2008).
On the other hand, Krier. (2009) defined public space as a void made up of structured and structuring void Public spaces consist of distinct dimensions, forms and characteristics which is built in the form of streets (linear spaces) and squares (nodal spaces).
2.2HISTORY OF PUBLIC SPACE
2.2.1 Evaluation Of Public Space
The latest written literature by Carmona et al. (2008) stated that public spaces can be defined as all parts of natural and built environments with free access to the public. Free access is comprised of several examples such as squares, streets or other rights of way in residential or commercial uses. Other than that, public space also consists of parks and open spaces or public/private spaces where public access is unrestricted,
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especially during the day. It also involves the interfaces with private spaces that are accessible to the public internally and externally.
2.2.2Ancient GreekAgora
Public space has always been related to a democratic space, or the place/space citizens could vote for their government and justice such as the agora in the ancient Greek era (Carmona et al, 2008) although there are people like low-class citizens and slaves who are not allowed to take part into their politics (Mumford, 1961). Other than being the democratic place in the Greek polis, the Agora's are functioned as an open marketplace for the people. Mumford (1961) described the agora as a rectangular square that acts like the dynamic centre of the city.
The agora in the ancient Greek polis is the most tenacious and oldest place of assembly and a festival place where people conduct their conversations and meet with others (Xing et al, 2010). The agora was the vibrant element in the city because all the city's functions such as government, laws, commerce, religion and industry happened there, making it as a landmark for the place(fig 2.1). Xing et al. (2010) also stated that public buildings such as the campo, plaza, piazza, sanatorium and gymnasium were derived from the same function as the agora.
AncientGreekpublicspacescanbeclassifiedastheoriginofidentityfortoday'spublic space based on Carmona et al. (2008) where public space nowadays can be a place for
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Fig 2.1
a democratic space, commercial purpose, community space and informal meeting place for people.
2.2.3 Roman Forum
Equivalent to the ancient Greek agora and the acropolis, Rome is known for its ideal place of public space called "forum", found especially in the Roman town that was influenced by the Etruscan and the Hellenic culture (Mumford, 1961). Based on Boardman, Griffin & Murray (2001) forum had become "the public open space of the new city" and a main square used as a political centre, meeting place and also a commercial place (Adkins &Adkins, 2004).
The Roman forum functions as a place for a higher degree of formal order activities as the Romans had more diverse urban structures compared to the Greeks. The forum not only acted like a square but it was established as a comprehensive and complex community area filled with nodes consisting of council houses, temples, shrines and the hall of Justice (Xiang et al, 2010). The advancement of public spaces which includes political assembly, informal gatherings as well as business transactions resulted from the major role of the forum, especially as a medium involving public events and political affairs, shopping and worshipping(fig 2.2).
Other than the forum, Roman Empire found several more forms of public space for its citizen's daily life such as the Amphitheatre, the bath and the arena One can say that
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Fig 2.2
the Roman Empire was the pioneer of merging all important city landmarks and nodes such as administration and religious place in one public space and being followed as an example for today's public space qualities.
2.2.4 The Medieval Market Square
During the Roman Empire’s downfall, the obscure "prototype" of the new city was established by the Chris- tians of Rome where they were replacing the old temples and basilicas which were the important nodes of the city into shelters for their people (Xiang et al, 2010). Hence, many business and commercial activities happened in public places resulting in market squares being opened especially during festivals related to religion
The market square usually happened in front of the landmarks such as cathedrals because the cathedrals were the central institution for the Middle Ages cities Furthermore, based on Mumford (1981), the marketplace acted similar to the agora or the forum as the marketplace was a big enough for huge ceremonies and gatherings. The location of the marketplace situated in front of the cathedrals and churches that were dint the focus of daily community activities for festivals and religious activities transformed it into a bigger role for the city which is squares(fig 2.3).
Other than that, streets or paths functioned as public spaces during the Middle Ages ens. According to Siu (2001), streets are defined as lines of communication for pedestrians. Streets and paths in the Middle Ages were designed to be more narrow compared to modem roads so thatpeoplemanagedto do theirroutineoutdooractivities without difficulty.In conclusion, the public space in MiddleAges became more vibrant
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Fig 2.3
as many of the daily activities or ceremonies happened at the marketplace hence it formed as squares for the place while streets and paths were where more communal and active but less controlled places for the public took place.
2.2.5 Ancient China
Golany (2001) in his book described that the Chinese assumed the city as a governmental centre as well as a marketing spot and stated that the marketplace in ancientChina’scityexistedasearlyasduringtheHandynastyBasedonBaidu(2009), in Chinese ancient cities, the market place always referred as Shi Jing. Shi Jing, according to Guan Zi, the well-known Chinese encyclopaedia, is the commercial district during that era that comprised theatre halls, restaurants and hotels (Xiang et al, 2010). The role of Shi Jing as a marketplace was very important to improve people's life with daily and routine activities, making it a vibrant and dynamic public space during ancient China.
Landmarks such as temples became the public space as the temple’s exteriors had become the place for people to do their religious ceremonies (Siu, 2001). Normally the temple is designed to have a square base where most of the religious ceremonies will take place on it and until this day, the Chinese people still go on their vacations to temples to pray and attend events related to the religion.
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Fig 2.4
summary, ancient Chinese public space became the place where all daily activities such as religious ceremonies, festivals and business and trade activities were held, making it convenient for people to experience their daily life close to each other.
2.2.6 The Renaissance Plaza
The Renaissance Plaza contained important buildings like the cathedral, the town hall, etc.Itwas aplacewherepeoplegatheredand publiccelebrations took place.Also, plays and stage proceedings were carried out in Plazas. The local social order where ethnic, religious, and political identities were revealed in the Renaissance plaza (fig 2.5). It was mostly planned in a symmetrical geometry.
The buildings surrounding the Plaza and squares had a uniform facade that showcased the importance of proportion and harmony in the design. Further, this design feature evolved into residential quarters, generally of the upper class, around the squares, making awayfor an innovativesemi-publiccharacter.Also, this new way of designing and restricting public access to the square became more popular among developers of new residential areas.
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Fig 2.5
2.2.7 Modern Era
The modern era witnessed a drastic evolution since the Renaissance Plazas. The priority being the fast movement in the urban space guided the planning of the city and developed a close relationship between open space and the surrounding building area. But, there was also an increase in the new public spaces for leisure and public entertainment.Also, during the 19th century, new consumption places emerged which were considered important social as well as public spaces, like shopping arcades, shopping streets, bazaars, and department stores. Generally, the shopping arcades had linear planning with multiple floors, and the exclusively pedestrian spaces were weather protected with glazed roofs(fig 2.6).
2.2.8 Contemporary Public Spaces
Due to globalization, a lot of changes happened around the world resulting in different characteristics and definitions of public space. Also, privatization and the pressure of capital along with technological advancements have a greater impact on the form, use, and control of public spaces.
Thus, a new form of public space emerged, i.e., the shopping malls which we see today. These shopping malls are privately owned and managed. Furthermore, they are fully enclosed as well as totally pedestrian in a controlled environment with adequate parking facilities and multi-functions(fig 2.7). It helps in providing a secure shopping and leisure environment separated from the rest of the busy world. So we can say that
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Fig 2.6
the arcades and department stores of the 19th century evolved in a more user-friendly way to become the shopping malls of today.
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Fig 2.7
Fig 2.8 (comparative of western and Indian landscape)
2.3 TYPES OF PUBLIC SPACES
There are several types of public spaces. They are,
Neighbourhood parks
Sporting Places
Town Square
CoastalAnd Foreshore Nodes
StreetsAnd Verges
Urban Farms
Urban Nature
Entertainment
Market Square
2.4 PUBLIC SPACE – IN BUSY STREETS
Public space is a strategy that involves the transformation of public spaces to make them more liveable, accessible, and enjoyable for everyone. In this presentation, we will focus on busy streets as public spaces that can benefit from intervention.
Busy streets are often characterized by heavy traffic, noise pollution, and a lack of pedestrian infrastructure. However, with the right intervention strategies, these streets can be transformed into vibrant public spaces that promote social interaction, community engagement, and sustainable transportation.
2.5 IMPORTANCEAND ROLE OF PUBLIC SPACE
In the book “Life Between Building” by Gehl (2011), which studies public space in Scandinavia. he introduces the need of outdoor activities that can be divided into three categories which are necessary activities, optional activities and social activities:
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Necessary activities: Everyday necessary activities that do not depend on the exteriorenvironmentinotherwordsthecitizenhavenochoicesuch asrunningerrands, going to work or school, shopping, and waiting for a bus or person (Gehl, 2011) (fig 2.9).•
Optional activities: Activities that happen only if the city intends to do within a given time and place in which they are very dependent on exterior physical conditions. Theseactivitiestakeplaceonly when exteriorconditions arefavourable, whenweather and place invite them such as taking a walk, standing around, sitting or sunbathing (Gehl, 2011)(fig 2.10).
Social activities:Activities that are dependent on the existence of others in public spaces which include children at play, greetings and conversations and communal activities (Gehl, 2011)(fig 2.11).
People will not be able to perform optional activities and people will hurry home if the outdoor areas are of poor quality (Gehl,2011). Hence, this leads to no option or flexibility and only allowed people to carry out necessary activities which eventually creates the limitation of activities that take place (Gehl, 2011). Gehl (2011) also added, with quality outdoor areas, they can improve and increase optional activities which eventually leads to rising in social activities (Gehl 2011).
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Fig 2.9
fig 2.10 fig 2.11
ROGER
Symbols of civic pride and a sense of space
PORTA
Idea of social contact
BRAZA
Citizens can increase their confidence or unity by providing public spaces
Important site of civic becoming where it needs to be placed in context when thinking about the possibilities for urban well-being and collective recognition
AMIN role in social interaction and the daily experience of urban everyday life where the availability of public space also makes the possibility of a large number of people to form social interactions
2.6 CHALLENGES OF PUBLIC SPACE ON BUSY STREETS
Creating public space in busy streets can be challenging due to limited space, competing interests, and budget constraints. Itcan also bedifficult to balancetheneeds and desires of different stakeholders, such as residents, business owners, and government officials.
However, with careful planning and community engagement, these challenges can be overcome. By prioritizing the needs of the community and working collaboratively with all stakeholders, publicspace canbecreatedin busy streets that enhance theurban environment and improves the quality of life for all(fig 2.12).
2.6.1 Limited space
Busy streets often have limited space available for public interventions, which can make it challenging to create new public spaces or expand existing ones. This can limit the types of interventions that can be implemented and their impact.
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MADANPOUR
2.6.2 Conflicting Interests:
The interests of different groups using public space on busy streets, such as pedestrians,cyclists,andmotorists,mayconflictwithoneanother.Balancingtheneeds of these different groups can be challenging, and it may require compromises and trade-offs.
2.6.3 Funding:
Public space interventions can require significant funding, which may be a challenge for local governments, especially in areas with limited resources. Funding constraints may limit the scope and quality of public space interventions on busy streets.
2.6.4 Maintenance and Management:
Public space interventions require ongoing maintenance and management to ensure that they remain safe and functional. This can be a challenge for local governments, especially in areas with limited resources or high demand for services.
2.6.5 Community Engagement:
Public space interventions should be developed in consultation with the local community to ensure that they meet their needs and expectations. This requires effective community engagement, which can be challenging in busy and diverse urban environmnts.
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Fig 2.12
2.7 EXAMPLES OF SUCCESSFULPUBLIC SPACES
Several cities around the world have successfully created public spaces in busy streets that have become beloved community gathering places. One example is bryant park in new york city, which transformed from a crime-ridden area to a vibrant public space after a redesign in the 1990s(fig 2.13)
Another example is plaza mayor in madrid, spain, which has been a public gathering place since the 17th century. Today, it hosts concerts, markets, and other events throughout the year, attracting both locals and tourists(fig 2.14).
2.7.1 POP-UP PARKS
Pop-up parks are temporary green spaces that can be set up in underutilized areas such as parking lots or empty lots. They provide a much-needed respite from the concrete jungle of busy streets and offer a place for people to relax, socialize, and enjoy nature.
One example of a successful pop-up park is the Parking Day initiative, which began in San Francisco in 2005. On Parking Day, metered parking spaces are transformed into mini-parks, complete with seating, plants, and even a small patch of grass. This initiative has now spread to cities all over the world, including New York, London, and Tokyo.
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(fig 2.13)
(fig 2.14)
❖ Pavement to Parks, San Francisco, The USA.
Location: San Francisco, California, USA
Population: 0.8 million
Metro: 4.5 million
Extent: 65 parklets installed citywide; 7 street plazas installed citywide
Size: 2–2.5 m x 10–12 m
Context: Mixed-use (Residential/Commercial)
Cost: Commercial and residential Construction 10,000–30,000 USD Fees 2,000 USD
Annual permit 250 USD.
Funding: Private Cost of construction and fees are covered by the applicant.
Overview
San Francisco has been credited with the creation of the first parklet. Parklets were introduced with street plazas in 2009 as part of a collaborative effort between several municipal agencies, now called the Pavement to Parks (P2P) program.
Because of the involvement of local non-profit and business owners, parklets are context-oriented street improvements.
The creation of parklets and similar small-scale open spaces has inspired a widespread effort across several cities in the United States and around the world. As of March 2015, more than 60 parklets have been installed by merchants, neighbourhood groups, non-profits, and other organizations throughout San Francisco(fig 2.15)
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(fig 2.15)
Key Elements
Parklets are removable and do not impede curbside drainage. Parklets are open to the public; stewards may not use them exclusively or for commercial purposes. Parklets are universally accessible. They are all raised to curb height with no obstacles to wheelchair access.
Goals
• Reimagine a street’s potential.
• Foster neighbourhood interaction.
• Enhance pedestrian safety and activity.
• Encourage non-motorized transportation.
• Support local businesses.
Evaluation
Keys to Success
A strong steward or local partner, who oversees daily operations and maintenance, is crucial to long-term success. Cities should cultivate a diverse set of project partners. These may be neighbourhood organizations, service, or cultural institutions, or other nonprofits, in addition to merchants and commercial entities.
Activity throughout the day and week ensures a public space is well-loved and used. The activity also encourages more social mixing with a greater sense of safety and comfort. Ideal sites are
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surrounded by uses that naturally generate pedestrian activity.
Regular programs with local cultural and institutional partners help build a positive place identity, local stewardship, and pride.
2.7.2 STREET ART INSTALLATIONS
Street art installations are a great way to add colour, creativity, and personality to busy streets. They can range from simple murals to large-scale sculptures that interact with the environment and the people who pass by.
One example of a successful street art installation is the umbrella sky project in Portugal(fig 2.16). In this project, hundreds of colourful umbrellas were hung above a busy street, creating a stunning visual display that drew people from all over the (fig 2.16) city. The project was so successful that it has since been replicated in cities all over the world.
2.7.3 PEDESTRIANIZATION
Pedestrianization is the process of converting a busy street into a pedestrian-only zone. This creates a safe and inviting space for people to walk, bike, and play without the danger of cars and other vehicles.
Oneexampleof a successfulpedestrianizationproject is the Times squareplaza in new york city. In 2009, the city closed off several blocks of Broadway to cars and transformed them into a pedestrian plaza complete with seating, food vendors, and public art installations. This project has been hugely successful and has since inspired similar projects in other cities around the world.
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THE TIME SQUARE – NEW YORK, AMERICA.
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Timeline Of Time Square
(fig 2.17 – ground map )
The Intervention on Landscape Urbanism, had given a very subtle yet powerful renewal of the square(fig 2.18),
i.e., simply removing the corban wall extends the boundaries of pedestrian movement, redirecting the Broadway vehicular traffic and expanding the pedestrian area gives more space to breathe for the people. addition of seatings and balancing the built and ground through smaller interventions was an ideal approach(fig 2.19).
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(fig 2.18)
(fig 2.19)
2.7.4 MOBILE PARKLETS
Mobile parklets are small, moveable green spaces that can be placed in parking spots or other underutilized areas. They provide a place for people to sit, relax, and enjoy nature in the midst of a busy street.
One example of a successful mobile parklet project is the Park mobiles initiative in Vancouver, Canada. (fig 2.22)
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Redesign of Broadway Redesign of Seating (fig 2.20 – redesign)
(fig 2.21 – paving redesign)
Thesemobileparkletsarebuiltontrailersandcanbemovedaroundthecitytodifferent locations(fig 2.22). They are equipped with seating, plants, and even a small library, making them a popular spot for people to gather and socialize.
People use urban streets for mobility or for stationary activities, for leisure or for work, out of necessity or by choice.
2.8 DESIGNING PUBLIC SPACE
People of all ages and abilities experience streets in different ways and have many different needs. Whether sitting, walking, cycling, using collective or personal transport, moving goods, providing city services, or doing business, the various activities that streets accommodate and facilitate shape the accessibility and livability of the city.
It does not matter whether the planning is for big cities or smaller urban areas, a good quality with familiar character and proportion in terms of dimensions should be thought of for the planning of public spaces (Krier, 2009) creating a sense of space is done by proper design and placement of public space in the city (Duany and platterzyberck, 1991). Planning and development should always consider the effective uses of public spaces which should be consistent with the character and density of the local area (goodmann, 1968) Calthorpe (1993) (fig 2.23) suggested that regardless of the (fig 2.23)
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uses, neighbourhood parks should be designed for both active and passive uses in which character of the place should be well reflected with the anticipated of uses
According to Krier (2009). Public spaces should be organised into regular or irregular patterns which consists of avenues, boulevards, streets, squares alleyways, courtyards and mews, parks and gardens In term of shape, usually regular geometric and parallel public spaces represent highly formal public space which require high degree of architectural order whereas modest architecture usually have non-parallel configurations that is much more freer, less imposing composition as stated by Krier (2009), However, in the planning for architecture and urbanism a good urban spaces can be created only if plan, skyline and organ- isation form an evident bond in which uses all variations of geometric and topographic devices (Krier, 2009).
In terms of dimensions, Gehl noted that there is an important relationship between architectural dimensions and the perception of intensity, closeness and warmth Cities with modest dimensions, narrow streets and small spaces are usually perceived as intimate, warm, and personal because of the close range experience when moving about whereas cities with large spaces, wide streets and tall buildings usually are perceived as cold and impersonal (Gehl 2011). As suggested by Porta (1999), the sizes of urban public spaces should be considered to (fig 2.24) be well proportioned with the surroundings for example, both of the horizontal distance and vertical distance relationship of the buildings must be allowed for one to see to be seen clearly.As discussed by Gehl (2011) in Chapter 2 of his book “Life Between Building” (fig 2.24), life takes place on foot, where only on foot a person can perceive information and have a better opportunity in terms of contact in which the person is at ease and in the end, being able to take time to experience, pause, or become involved. He also emphasises that only during standing sitting lying down, or
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walking, people will experience meaningful social activities, intense experiences, conversations, and caresses will take place compared to having only a little quick look from the car or a train window.
This shows the idea of having different dimensions between the automobile city and the pedestrian city where the automoble city will be bigger and bold with large buildingsandpoordetailingtobeseenandperceivedbythequickmovement(fig2.25). This eventually leads to the need for slow traffic to make a city more lively which can be seen in pedestrian cities like Dubrovnik and Venice. He also added that the number of people appearing in the city can be greatly improved if the speed of movement is reduced from 60 to 6 kilometres per hour (36 to 3.5 mph) (Gehl, 2011).
According to Gehl. (2011), basically,lengthystaysmeanlively cities Therefore, ensuring that more people used public spaces and the ability to encourage longer individual stays can lead to a high level of activity in a certain area.
(fig 2.25)
This is due to the reason that for the life between buildings to happen, it will depend on the condition that allowed for a longer duration of stays outdoors. Thus, improving conditions for outdoor stays can tempt people to remain in public spaces.
To summarise in terms of senses: Gehl (2011) suggested five possibilities and limitations that can help architects of planners whether to promote or prevent isolation and contact. For isolation purposes; Gehl (2011) suggested the principles of using walls. long distances, high speeds, multiple levels and orientation away from others. On the other hand, for contact purposes, the principles would be the usage of no wall, short distances, low speeds, one level and orientation should facing toward others. By combining, or using these five principles individually, architects and planners can
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decidehowto establishthebasic rudiment forisolationandcontact respectively (Gehl, 2011).
Pasaogullan & Doratli, (2004) has concluded that planning cities should make the public spaces reach in a maximum of 10 minutes travel time with organised spaces, variety in term of activities, clean environment, comfort and guaranteed security to attract people coming to the public spaces(fig 2.26). On the other hand, an increase in public transport would also provide more opportunities and options for people which will increase the accessibility of public space (Pasaogullari & Doratli, 2004).
There should also be a clear continuous sequence of public spaces which started with open public spaces to the semi-public, to semiprivate and lastly to the (fig 2.26) private inner space, which can be done by using transitional architectural space such as by using levels of attractiveness of the building facades (Porta, 1999).
On the other hand, a certain proportion of public spaces needs to be achieved for the city to be efficient. Too each public spaces would only lead to false luxury whereas too fewpublicspaces equal to false economy Inaddition, as suggestedby Kner,a good proportion of public spaces should occupy not more than 35 percent or less than 25 percent of the total area of a quarter. The basic relative quantity for public spaces are as following as described by Knier, (2009) (fig 2.27).
• ⚫ 1850-1820, 15-20% (Too little public space)
• ⚫ 1945-1968 70-80% (Too much public space)
• ⚫ 1970-1980 50 80% (Too much semi-public)
• ⚫ Optimum 25-35% (The good proportion)
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2.8.1 STREET ELEMENTS
• Footpath – clear pathway,
• Cycle tracks
• Bus stop,
• Brt lanes,
• Carriage way – mv lane,
• Shoulders,
• Parking.
2.8.2 SAFETY AND COMFORT
• Pedestrian crossing,
• Traffic calming measures,
• Speed breakers,
• Traffic signals,
• Central medians,
• Railings,
• Bollards,
• Street lights,
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(fig 2.27)
• Street furniture,
• Signages &markings.
2.8.3 MULTI UTILITY ZONES
• Plantation,
• Utility and services,
• Storm water management,
• Garbage containers,
• Public toilets.
(fig 2.28)
Designing public space for busy streets requires careful consideration of several factors. The space must be accessible and safe for all users, including pedestrians, cyclists, and those with disabilities. It should also be designed to accommodate different activities, such as seating areas, playgrounds, and performance spaces
(fig 2.28)
In addition, public spaces should reflect the surrounding community's culture and history, incorporating features that celebrate local traditions and landmarks. Finally, the design should prioritize sustainability, using materials and features that reduce environmental impact and promote ecological health
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2.9 FUTURE OF PUBLIC SPACE IN BUSY STREETS
As cities continue to grow and evolve, the role and function of public space will also change. Emerging technologies, such as augmented reality and smart sensors, will enable new forms of interaction and engagement in public spaces(fig 2.29).
Moreover, the COVID-19 pandemic has highlighted (fig 2.29) the importance of public space for health and wellbeing, as people seek safe and accessible outdoor environments for recreation and exercise. This trend is likely to continue, leading to new innovations and adaptations in public space design and management.
Some inferences about the potential future of public spaces in busy streets based on current trends and emerging concepts,
• Pedestrianization and Car-Free Zones,
• Multi-Modal Integration,
• Smart Technology Integration,
• Sustainability and Resilience,
• Flexibility and Adaptability,
• Increased Emphasis on Social Interaction,
• Integration of Technology and Virtual Elements,
• Health and Well-being Focus.
The future of public spaces in busy streets will be influenced by various factors, includingurbanplanningpolicies,communityneeds,technologicaladvancements,and societal priorities. Flexibility and adaptability will be crucial in designing public
Spaces that can evolve to meet the changing demands and aspirations of future generation.
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CHAPTER 3
CASE STUDY
3.1 CASE STUDY : Renovation of Slovenia boulevard, ljubljana
Location: Ljubljana, Slovenia
Area: 14000 m2
Completion Date: 2015
Architect: Dekleva Gregorič arhitekti,
o Katušič Kocbek arhitekti,
o Sadar + Vuga, Scapelab,
o Studio Krištof
Photographer: Miran Kambič
Client: Mestna občina Ljubljana (Municipality of Ljubljana)
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Program: Urban planning
Labels: Public Space
Usable floor area: 14.000 m2
The New Slovenska Street project is based on cutting-edge concepts in public space design. Despite the large volume of pedestrian and bus traffic, it is designed as a “shared space”, a space, where users participate equally, and height differences are reduced to a minimum.
The former four-lane road was thus transformed into the central city avenue. A caroriented traffic road is thus transformed into a space that gives priority to public transport, pedestrians and cyclists. By designing a space that promotes sustainable mobility and public transport in the very centre, the city has made a key step in its transport policy and completed one of the key projects in the European Green Capital 2016 project(fig 3.1).
During the last ten years Ljubljana, the capital city of Slovenia, has transformed itself from a sleepy post-socialist town into a contemporary European city, and an ever more popular tourist destination. The main street of the city is the Slovenska street, which crosses the city in the north-south direction. The street was always a place of urban progress: here the first skyscraper was constructed, the first modernistic housing block… It is also the stage for many important events in the city, such as the marathon and the annual cycling race, various demonstrations, and the record-breaking square dance of the city’s high-school graduate.
(fig 3.1)
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The transformation drew inspiration from typical avenues in large European cities, where avenues are always marked with two key elements – vertical and horizontal. In this case these are the tree-line of manna ash trees (fraxinus ornus), and the geometric pattern of the pavement, which creates the impression of a fine carpet and increases the optical dimension of urban space. With the transformation, the transit corridor became one of the main public spaces of the capital(fig 3.2). The absence of personal motor traffic allows for the expansion of programs and the creation of a space with its own character. This allows for an optimized bus transportation service and still preserves the historical character of a thoroughfare fuelling the city centre.
By placing two pairs of large bus stations the street truly becomes a central transport hub for public transport. A car-oriented traffic road is thus transformed into a space which gives priority to public transport, pedestrians and cyclists. By designing a space which promotes sustainable mobility and public transport in the very centre, the city has made a key step in its transport policy, and completed one of the key projects in theEuropeanGreenCapital2016project.Thenewavenueimprovestheoverall quality of the space and simultaneously reshapes the image of the city. The complete arrangement ties the fragmented area together into a uniform space with a prominently
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(fig 3.2)
green character. Slovenska street therefore obtains a unique identity – contemporary and distinct from the old city centre.
Through narrowing of the roadway there is now more space for pedestrians, cyclists and restaurant and bar gardens. A new tree line of manna ash trees was planted on the eastern side of the street, which is lit by the afternoon sun(fig 3.3). The manna ash trees will adorn the space with white flowers in the spring and bright yellow foliage in the fall.
The street is divided in to tree sections, with a concrete road surface and paved pedestrian area(fig 3.4). The cruicual element in the design of the avenue is the pavement. The combination of paving stones in two shapes and colors creates
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(fig 3.3)
(fig 3.4)
geometric pattern, which functions as an ornamental carpet and increases the optical dimensions of the urban space(fig 3.5)
(fig
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3.5- views)
CHAPTER 4
REVITALIZING BUSY STREET -GANDHIPURAM, COIMBATORE
4.1ABOUT – GANDHIPURAM
Gandhipuram is a bustling neighborhood located in the heart of Coimbatore, a major city in Tamil Nadu, India. It is known for its vibrant commercial activity and serves as a significant transportation hub in the city. The busy streets of Gandhipuram are characterized by a mix of residential, commercial, and retail establishments, attracting a large number of people throughout the day.
4.2 CHARACTERISTIC OF GANDHIPURAM
4.2.1 Commercial
Center:
Gandhipuram is a prominent commercial center with a wide range of shops, showrooms, restaurants, and offices. The streets are lined with various retail outlets, from small local businesses to large chain stores, offering a diverse selection of products and services.
4.2.2
Transportation Hub:
The streets of Gandhipuram are known for their transportation connectivity. The Gandhipuram Bus Stand is one of the major bus terminals in Coimbatore, serving as a crucial transit point for both intra-city and inter-city bus services. The streets around the bus stand witness significant pedestrian and vehicular traffic.
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4.2.3 Marketplaces:
The busy streets of Gandhipuram feature vibrant marketplaces where locals and visitors can find fresh produce, textiles, jewelry, and other goods. Places like Cross-Cut Road and 100 Feet Road are known for their bustling market scenes.
4.2.4 Shopping Experience:
The streets of Gandhipuram offer a lively shopping experience with a variety of retail options, including clothing stores, electronics shops, home goods, and more. Shopperscanexplorenumerous shops andshowrooms to findawiderange ofproducts at competitive prices.
4.2.5 Street Vendors and Food Stalls:
Gandhipuram's busy streets are often dotted with street vendors and food stalls, offering local snacks, street food, and beverages. These vendors add to the vibrancy and culinary culture of the area, attracting both locals and tourists.
4.2.6 Pedestrian Movement:
Due to the high pedestrian footfall, the streets of Gandhipuram are designed to accommodate a large number of pedestrians. Well-defined sidewalks and crosswalks are present to ensure the safety and convenience of pedestrians navigating through the busy streets.
4.2.7 Traffic Management:
Given the volume of traffic in Gandhipuram, traffic management measures are implemented to ensure smooth flow and safety. Traffic signals, pedestrian crossings, and dedicated lanes for different types of vehicles help regulate the movement of vehicles in the area.
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4.2.8 Commercial High-Rises:
The busy streets of Gandhipuram are flanked by commercial high-rise buildings housing offices, banks, and other businesses. These structures contribute to the verticality and modernity of the area.
4.2.9 CivicAmenities:
Gandhipuram is equipped with various civic amenities, including public restrooms, parking facilities, and police stations, to cater to the needs of residents, commuters, and visitors.
4.2.10 Public Transport Connectivity:
In addition to the bus stand, Gandhipuram is well-connected to other parts of Coimbatore through public transport, including auto-rickshaws and taxis, providing convenient transportation options for commuters.
4.3ANALYSIS
Coimbatore,avibrant industrial cityin the western partofTamil Nadu, is hometo over 2.3 million inhabitants, 1 making it the second largest city in the state. Its population is growing quickly, but its personal motor vehicle population is growing four times as fast. Formal public transport accounts for around a third of all trips in the city. Further, the government-operated city bus service, operated by the Tamil Nadu State Transport Corporation (TNSTC), accounts for only two thirds of these trips
The remaining public transport demand is served by private buses and shared auto rickshaws. None of these are of a high quality. Buses are overcrowded during peak hours and their speed is dropping by the day due to traffic congestion.The poor quality of public transport invites people to opt for personal motor vehicles.
Daily trips in Coimbatore are likely to grow from 3.5 million presently to 6.5 million by 2031. Under a “business as usual” scenario, where higher travel demand is
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addressed through road widening, flyovers, and elevated roads, the mode share of personal motor vehicles will rise from 34% presently to 53% by 2031 (Figure 1). Even if all of Coimbatore’s main roads have an additional layer of elevated roads, there won’t be enough capacity to meet 2031 demand. The transport system will quickly reach capacity limits and Coimbatore will get entangled in unending traffic jams and deadly air pollution. Road fatalities also are expected to multiply, not to talk of significant inequity.
Transport planners have increasingly come to a consensus that successful cities facilitate the movement of “people, not vehicles,” a goal clearly expressed in the National Urban Transport Policy (NUTP 2006). The Government of Tamil Nadu (GOTN) and Coimbatore City Municipal Corporation (CCMC) recognize that public transport and urban accessibility are drivers of growth and prerequisites for quality of life. GOTN and CCMC have chosen to create a sustainable, robust, highcapacity mass rapid transport system. Such a system must accommodate not only the anticipated demand in 2031 but have sufficient capacity to support travel demand over the following two decades.
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(fig 4.1-chart of number of daily motor vehicle trip)
Through strategic public transport and allied interventions, CCMC aims to achieve the following goals over the next 15 years:
• Support Non-Motorised Transport (NMT). 36% of all trips by cycling and walking,
• Improve public transport. 40% of all trips by public transport and 6% by paratransit mode,
• Public transport accessibility. 75% of residents are within a 5 min walk of formal public transport,
• Improve safety. Zero fatalities per year from traffic crashes or public transport accidents,
• Keep Coimbatore air healthy. Zero nonattainment days for PM and NOx emissions
Coimbatore stands at a crossroads in its history and development. With suitable urban interventions at this stage, it can avoid the pitfalls of cities of similar characteristics and can set high standards for other cities to follow. Known as the “Manchester of South India,” Coimbatore has the potential of becoming an IT-based and global commercial centre after Chennai that affords its citizens immense benefits in the form of jobs, opportunities, and improved quality of life. For this opportunity to become a reality, the city will have to develop adequate infrastructure and services to facilitate development and improve the quality of life of all its citizens, both rich and poor.
4.4 INFERENCE
Fromtheanalysisofthis study,Iinferthefollowingthispublicspaceinthe busystreets of Gandhipuram,
• Pocket Parks
• Pedestrian Plazas
• Outdoor Exercise Zones
• PublicArt Installations
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• Pedestrian Bridges or Overpasses
• Public Gathering Spaces
• Urban Gardens or Vertical Greenery
• Outdoor Seating and RestAreas
• Smart Technology Integration
• Public Toilets andAmenities
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Refernces (source) :
1. Gehl jan, Book “how to study public life”
2. Gehl jan, Book “Life Between Building”
3. Jacobs, J (1961), Vintage Books “The death and life of great American cities”
4. Public open spaces: flexibility of their uses in historic and vernacular environments. https://www.icomos.org/monumentum/vol18-19/vol1819_18.pdf
5. “Celebrating public spaces of india”,ABook by Dr.devdutt pattanaik.
6. http://www.garrymiddle.net/public-open-space-blog/2017/7/31/categories-ofpublic-places
7. https://www.re-thinkingthefuture.com/2020/12/23/a2612-6-instances-ofevolution-of-public-spaces-throughout-history-of-architecture/
8. Adkins, L. &Adkins, R. (1994). Handbook to life in ancient Rome. NewYork, NY: Facts on File.
9. knier 2009, Book “(Public) Space: The final frontier”
10. https://www.slideshare.net/tahgrant/new-york-city-times-square
11. https://issuu.com/alenjosephjames/docs/time_square_new_york__urban_design_study.
12. Mohammed Izzat, Book “Assessing Public Space”
13. https://www.itdp.in/wp-content/uploads/2014/10/Coimbatore-BRT-PFS150609.pdf
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