Issues 1 group 3 2016

Issues I

New Vancouver Emma Duarte, Lim Mui Hua , Bayan Alharazi, Emma Day

CONTENTS Contents Literature Review 5-9 Case Studies 10-29 Site Context 30-31 Data and Space Requirements 32-38 Design Development 39-40 Design Principles and Actions 41-64 Masterplan 65-73 Final Reflections 74-76

Introduction and Brief Q - “How do we safeguard and deliver high levels of environmental quality in the context of increasing intensification of land use?”

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deemed ‘too gentle.’ Thus we thought density could be intensified even more, given that population is constantly increasing in Downtown Vancouver since it is the central core of the city, both culturally and economically. Policies and further investigation into the site also provided material which was then also used to develop our conceptual diagrams.

Meanwhile, the objectives were key in the formation of our design principles, which were then developed alongside our conceptual diagrams. Applying our design principles to our final conceptual model produced the final masterplan for our site at 200pph and 800 pph.

Brief - Globalisation and the increasing nature of urban growth has highlighted the need to facilitate and accommodate change. The face-paced nature of globalisation has meant that urban designers are key to responding to developmental and societal change in a positive and flexible way. It is imperative that land use is used as efficiently as possible to accommodate the surge in urban growth globally, but excellent levels of environmental quality must also be produced. As a result this brief presents a question “How do we safeguard and deliver high levels of environmental quality in the context of increasing intensification of land use?” which this report will answer through constructing conceptual models, in relation to two degrees of intensification, 200 people per hectare (pph) and 800 people per hectare (pph).

In order to answer the project question, this report will follow a series of processes, which Fig, 1 illustrates. To begin the process, we embraced a vision surrounding the concept of vitality. From this vision, the concept was subdivided into smaller, manageable headings, which guided and focused our literature review research.

From the literature review, the most relevant and best , which we considered to be necessary to create a good quality environment were extracted and thus formed our 6 objectives.

An exploration of six case studies highlighted how the theories found in the literature research have been applied in cities today. Using both the theories from our literature findings and each case study underwent analysis. The best practices from each case study were then extracted and applied to our conceptual diagrams.

Downtown Vancouver was chosen as our main case study because it already has some initiatives in place to increase the quality of the environment as density rises, however these have been

Figure 1: Methodology

4.

Our Vision: V i t a l i t y Health

Walkability

Green Network

Security

Mix-Use Sociability

Character/ Scale Street Network

Renewable Network

Air Quality

Vitality is deemed to be a “highly desirable attribute” which is predominantly stimulated by a vibrant ground floor level (Adams and Tiesdell, 2007: 671). As such, the qualities illustrated above are then able to flourish in an environment where the ground floor level is activated and thus create good vitality. Long lasting vitality on the ground level is more likely then to penetrate upwards in denser cities. Indeed the use of public roof gardens are a feature which connect the vitality on the ground level to the upper levels of the city.

Jalaladdini and Oktay (2011) state that “pedestrian circulation is more important to provide vitality in urban areas rather than vehicular circulation.” Thus walkability is a key sub-heading to successfully integrate into urban space in order to achieve good, long-lasting vitality. Furthermore they note that car dominated spaces are at risk of becoming dehumanised spaces, which reduce people’s quality of life (Jalaladdini and Oktay, 2011). Walkability is therefore an essential subheading of vitality which our report will prioritise.

Figure 2 : Vision

5.

Literature Review In order to build upon out vitality vision it is necessary to undertake a literature review. The literature review will seek to compile relevant research concerning what qualities make a good environment in cities. This literature review will then aid in evaluating our six case studies.

L iterature Matrix

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Figure 3: literature Matrix

Connectivity

Health

This section has drawn together the literature which was used to uncover more information about what makes a high quality environment. The matrix was used to compile our findings and highlight the most common qualities which were mentioned throughout the wide range of literature which was read. Thus in order to hone in on six objectives (connectivity, health, sociability, identity, green network and diversity) the literature review matrix was a useful technique to use.

Sociability

Identity

Green Network

Diversity

Design Objectives

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Health

Connectivity Connectivity is a crucial element to consider because people need good access to places in order to go about their daily routines. Thus it is essential to keep routes direct and logical in order to promote a walkable, lively neighbourhood and make sure that people become less dependent on car transport (Gehl, cities for People). Small grained blocks and plots also allow more convenient access to amenities and help to make a place more walkable (Tarbatt, 2012). Furthermore, within each neighbourhood, it is suggested that each house should be within 400m of a good, frequent bus service which effectively serves the whole community (Barton et al, 2003). Wider pavements and shared space also heighten pedestrian priority and in turn promotes a walkable city.

A healthy environment encourages an active lifestyle through a good balance of activities such as walking and cycling. Creating a city that makes it easier for people to incorporate all of these elements into one’s daily routine is a challenging aspect, especially given the more sedentary lifestyle that people have adopted. Thus it is key for cities to invite people to take up healthier ways of living. Designing space that also maximises natural light, eases crowding and mitigates noise are also key elements that help to create a healthier, stress-free environment.

Identity

Sociability A sociable place is pedestrian-dominated, characterized by street spillage and active throughout the day and night. Such factors increase the interaction within a place since active edges and the presence of people increases the sense of safety.

In turn this increases the urban warmth and comfort of a place and on the whole makes the area more inviting to people. Furthermore a socially diverse and intergrated neighbhood also contributes to greater social and economic factors within an area.

Identity allows people to associate and bond with a place and as a result elements of the place can grow meaning over time. Thus extracting and focusing on elements which may exude character is important in order to create a distinctive place. Also given the pluralirty of values and plurality of cultures becoming more globally integrated, it is important when designing, to makesure that all identities feel comfotable in a space. Indeed it is important to also consider small scale design when shaping identity through design. For buildings do not soley shape identity but also intangible characteristics such as food, fashion and markets. Positve place identity can also be key in retaining residents and attracting tourists and ultimately enhance the liveliness and vibrancy of a place.

Diversity

Green Network An expansive green network creates a place with positive sensory richness and also better air quality by lowering CO2 levels. It also helps to humanise the built environment, which in turn encourages people to pursue more outdoor leisure activities, walking and lead a healthier lifestyle. ‘Greening’ has also been linked to reducing stress and it a is vital objective to provide in order to create a good quality environment.

A mixed-use scheme intensifies land use, creates more diversity and extends use beyond normal 9am to 5pm routines, which creates more lively, attractive space, that is flexible in its uses and also helps increases sense of safety in the place. Mixed use also aids the creation of diversity, variety and social inclusion and thus reduces the possibility of homogeneity, segregation and social exclusion (Tarbett, 2012).

Theories

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Connectivity Automotive technology has become a strong influence in the way cities and neighbourhoods have been designed today.The domination of cars and their strong integration in the design of streets, has lead to a broken pedestrian environment. As a result of these invaded cities, there has been a need to accommodate for the car, creating barriers that dictate and create frequent interruptions between movements by foot. Carmona et al. (2003 p79) argues that : there will always be a need for roads, many commentators advocate rediscovering ‘streets’ as both social space and as connecting rather than dividing elements of the city.

Forsyth & Southward (2008 p2) define the five key rules of a walkable city, underlining how different design objectives can shape a town into successful pedestrian spaces. Firstly, to create a positive walkable environment there must be short distances to main locations, creating situations where driving is an inconvenience or unnecessary. Secondly, spaces must be barrier-free, preventing unnecessary pavement interruptions or breaks, improving street crossing and accessibility for people of all ages and abilities. Thirdly, the streets should be safe and secure, presenting an active environment throughout 24hrs of the day. For example, there should always be active fronts with direct relationship to the street, increasing natural surveillance and the feeling of security for the pedestrian. The fourth design objective is the use of successful pedestrian infrastructure. Broadening pathways, laying better paving, planting trees, introducing lighting and providing street furniture would all contribute to the approachability of a space, creating an area where people want to stay in and walk to.

Lastly, improving the positioning of mixed used developments, and sustaining the maintenance of the street, helps develop the character and diversity of the space.

However a well-connected city isn’t solely to do with the way the places are designed but further to do with how street networks are placed and gridded. Plot sizes also contribute to the legiability of a street and how they are interpreted. Carmona M et al (2003) p81 states: ‘Finely meshed grids (networks) offer many different ways to get from place to place. Coarser grids offer fewer ways.

If the grid becomes discontinuous through the severing of routes and the creation of dead ends, permeability is reduced. ….Cadastral is a street pattern which is composed of many small sized street blocks are considered to have a fine urban

grain while pattern with fewer, larger blocks have a coarse urban grain. Although urban blocks can dramatically in size, an area with smaller blocks offers a greater choice of routes and generally creates a more permeable environment than one with larger blocks. Smaller blocks also increase visual permeability, thereby improving people’s awareness of the choice available.

Appleyard & lintel (1972) found that on heavily trafficked street, people tended to use the sidewalk only as a pathway between home and final destination. On the lightly trafficked street, there was an active social life: people used the sidewalks and the corner stores as places to meet and initiate interaction. The high-volume street was also seen as less friendly place to live than the lightly trafficked street.

Thus, by integrating all modes of transport in shared streets such as ‘woonerfs’ , a theory created by Niek De Boer in the 1960’s, helps integrate pedestrian activity and vehicular movement, however still giving more priority to pedestrians. A walkable neighbourhood is one that is a ‘residential or mixed area with a range of everyday facilities within an approximate 10 minute (800m) walking distance.’ Carmona M. (2003) However according to Ghel (2010) P127 ‘The route can be divided into manageable segments where people can walk from square to square, which naturally breaks up the walk.’ Encouraging people to walk out side of this 800m zone.

Health Urban sprawl is being limited, yet population is rising and thus cities are experiencing higher densities that are set to continue (Beatley, 2006: 558). As a consequence, crowding is more common and has been linked to causing high levels of stress in our daily routine. To combat this issue the preservation and enhancement of green network is pivotal. Miller (2005) cites Kaplan who notes that “exposure to natural systems, even relatively simple ones, hastens recovery from stress.” Thus in order to create a healthy city, the presence of green space is essential. Even more so, when combined with mental health data, which found that urban living can “raise the risk of anxiety disorders and mood disorders by 21% and 39% respectively” the need for green space is even more evident (Benedictus [online], 2014). Butina-Watson also reasons that green networks are a ‘life

force’ in which designers and planners should bear in mind when designing resilient cities. Des de Moor (2013 p17) ascertains that: Through an integrated approach, local walking promotion can help fulfil many policy objectives — as well as bringing the many health benefits of physical activity to the community, it is the most sustainable form of transport, brings economic benefits to both urban and rural areas, and makes many other contributions to the wellbeing of local communities.

Sociability Loukaitous-Sideries and Banerjee (1998) cited in Carmona et al (2003 p80) states urban design ‘should rediscover the social role of the street as a connector that stitches together and sometimes penetrates the disparate downtown realms’.The concept of regaining back social and public space within streets will give priority to pedestrians and cyclists.

Making the idea of walking further distances much more welcoming and appealing, bettering environmental qualities and pedestrian health.

‘For hillier the main fault in many contemporary public spaces is that designers prioritise sense of enclosure within the space over visual permeability into the space. His key principle is that urban spaces should not be too enclosed.’ Carmona (2003) P 208

sociability is also contributed by social diversity and integration.

Ghel (1996 Pg 93-94) describes the positive reasons behind social integration and diversity within a community.

Reasons: -Free up the various housing markets and allow households of all kinds the max opportunity to select locations convenient to their needs which can reduce their total travel cost/distance -To assist equity and social inclusion -To avoid peaks and troughs of demand for local facilities which lead to alternating problems of shortage and surplus with consequent extra public and private costs -To maintain the balance between rich and poor so local shops and businesses can remain viable -To maintain or increase population levels at a time when average household size is falling -To increase the potential of mutual support surveillance and learning between age groups -To ensure the local availability of a wide range of skills and professions.

A way to control the amount of enclosure within public spaces is to create appropriate height to width ratios to avoid the feeling of being crowded and overwhelmed. Furthermore, a good ratio also presents different positive environmental attributes such as maximizing sunlight and wind control. This in return presents comfortable public spaces encouraging sociability in these areas. See Fig 1. Triangulation is the theory where public interventions are placed to encourage the means of sociability and community within a space. Triangulation is ‘the process by which some external stimulus provides a linkage between people and prompts strangers to talk to other strangers as if they knew each other.’ Whyte (1980 : 94) cited in Carmona (2003).

Gehl (1996) Categorising space and sociability into three types of activities social, optional and necessary. Each activity helps produce a space which satisfy different social needs. However, successful

Figure 4 : Table showing heigh to width ratios

Theories

Pg 9.

Identity Norberg-Schulz denotes that “character is determined by the material and formal constitution of the place” (2007:278). This is clearly important as Greenfield [online] (2016) discusses how “new conurbations highlight how land can become urbanised without acquiring the character of a city.” Only after a few decades may they feel like real urban places. Until then, they remain sterile like any other new master-planned development, for example, like Canary Wharf or Mission Bay. Where as In Singapore, a mix of high-rise and low rise makes a skyline full of character that also aids in mitigating crowding. Karssenberg and Laven (2012) also note functionalism has dominated Urban Design for several years. However the city is also “an environment of experience” and thus it is just as important to consider the ‘urban warmth’ of place (Karssenberg and Laven, 2012: 10).

Green Network Ebenezer Howard (an urban planner) pioneered the need to connect the city with nature and as a result, he initiated ‘The Garden City Movement’ in 1898 (City Metric [online], 2016). Indeed, today Beatley (2006: 561) discusses that the ‘ecological’ and the ‘urban’ can successfully merge in a city and that greening initiatives are increasingly common. For instance an 80km ‘green ring’ that circles the city, has recently been finished in Hannover. The green ring has become a biking and hiking route and allows locals to experience the different landscape around the city, “from hilly Borde to the river valleys of the Leineaue River.” Such ‘greening’ has become popular due to its advantageous benefits that cities can reap in order to become a more livable city. Research untaken by CREAL (the Centre for Research in Environmental Epidemiology) in Barcelona has shown that green space acts as a mechanism to reduce pollution, increase exercise, reduce stress and increase sociability (Horizon EU [online], 2016). Beatley (2006) notes that there has been an uptake in green rooftops, with Europe’s most extensive green roof program being in Lin, Austria. Since 1980’s the city has subsidized green roofs, paying for 35% of the costs and as a result the city now boasts 300 green roofs (Beatley, 2006: 566).

Today, Vienna is deemed to have the highest level of green space to built form. It is estimated that the city has 51% green space, and that

Summary for each inhabitant there is 120 square meters of green space (Wien [online], 2016). This figure is much greater than the World Health Organisation’s minimum suggestion of 9 square meters of green space per person (Baharash Architecture [online], 2016). However Professor Nieuwenhuijsen (CREAL) voices that there are currently no formal guidelines or rules with regards to how much green space a city is obligated to have and thus he stresses the importance of implementing guidelines, especially given the rising density in cities globally (Horizon EU [online], 2016). Gropius (1935) pg 135 states:

neighbhoods with a reduced use of cars. ‘Mixed use development is thought to reduce the demand for car use this is based one studies of density and transport use, which show a clear relationship in that people living in higher density residential areas have a lower use of private cars. Coupland A (1996 Pg 19 )

instead of the ground floor windows looking on to blank walls, or into cramped and sunless courtyards, they command a clear view of the sky over the broad expanse of grass and trees which separate the blocks and serve as playgrounds for the children ( Gropius 1935) pg 135

Mixed Use

Figure 4.1

Mixing uses in these ways ensures that a range of services is within a reasonable distance , thus encouraging cycling or walking and giving new opportunities for social contact and interaction. Throne R & Filmer W ( 2003 Pg 28) It is also argued that a city with a fine grain of land use, rather than the homogeneous zones of residential commercial or industrial uses common in modern metropolitan areas, is more likely to reduce the need for travel and incidentally also be more likely to create an interesting and liveable environment. Moughtin (2009 p135). This is supported by Coupland A (1996 pg4) who desrobes the impact of mixed use schemes: Diversity of uses adds to the vitality and interest of town centres.

Different but complementary uses, during the day and in the evening, can reinforce each other, making town centres more attractive to residents, buisnesses, shoppers and visitors.

Mixed use schemes don’t only improve vitality, security and sustainability of an area but it also contributes to creating walkable Figure 4.2

From this literature review we have established and strengthened our chosen objectives. For each objective theories were found which will help produce design principles that combat issues faced in higher density cities, such as lack of green space.

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Case Studies In this chapter six case sudies will be presented from across the world - Gilbratar, Downtown VancouverSaconia, Dhavari, Shubra and Indre by District. This global selection of case studies will allow us to analyse different places and draw upon the positive and negative elements of their form. In order to analyse each case study, a series of methods such as mapping and ranking has been undertaken.

Location

Gibraltar

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Down Town Vancouver

Strotgen

Dhavari

Shubra

Indre by District

Gibraltar

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Case Study

Figure 6 : Showing the geological location of Gibraltar.

Figure 5 : An aerial view of the rock of gibraltar with its physical connection to the South of Spain

Statistics Location: Gibraltar is located on the tip of South of Spain Total Area: 680 hectars Population: approx 30,000 people Removal of Rock : 340 hectars Population Density: 110pph

Information Gibraltar is an overseas British territory that is located at the tip of southern Spain. Incredibly small Gibraltar has an area of 6.7km squared and is the home to a very tight nit community. Gibraltar is situated on the straits and is the entry point into the Mediterranean Sea from the Atlantic Ocean. At a military view point Gibraltar is in a very strategic location where the rock is bordered by the countries Morocco and Spain.

With a population of 324 pph. Gibraltar is a very densely populated area, where the small city is home to just over 30,000 Gibraltarians. Amongst Gibraltarians, Gibraltar is also a home to many other nationalities making it an extremely multi-cultured area. Gibraltar is visited monthly by an exceeding amount of tourists, which is where a lot of Gibraltar’s economic income is founded. Gibraltarians pride themselves in their rich heritage, where Gibraltar is known best for its historic roots and architecture, where many of it’s landmarks date back to 1160 when Gibraltar was first captured by the Moorish.

Figure 7 : Figure ground showing a section of Gibraltars basic street and plot network.

My Experince Gibraltar is an extremely vibrant and well-connected town, where Gibraltarians pride themselves on being one big community. Gibraltar is very socially diverse where there is a huge integration of class and different nationalities. Due to its small size the city is more like a town, where there is only one main road that runs throughout the whole town, and one main square, which is called “Casemates Square” as seen in Fig 4. Throughout Gib there are a lot of side and narrowed cobbled roads the act as the connectors between the main areas of Gibraltar. Some of these side roads are connected to smaller squares and most are roads that have existed for hundreds of years, presenting a strong heritage that people familiarise with. The main high street and square (Fig 5 &4), are completely pedestrian zones which encourages one to walk, enjoy and stay in the space. The high street is bordered by small-scale buildings, which are of mixed use where commercial shops and restaurants are mixed with residential flats, located at the top storey of every building.

The close grain plots are all mainly 3-4 storeys high, giving the high street a very intimate and comfortable feel.

Additionally, although there are many positive aspects to Gibraltar socially, culturally, economically and visually there are many areas in Gibraltar that are not being utilised to their full potential in terms of creating successful human experiences. There is a huge lacking in green areas and a strong green network throughout the town, disregarding the Rock. This is definitely an area in which the city could advance in and grow from, and could be an opportunity to connect back to its strong pre- historic rock.

Figure 8 : A personal view into the main square of gibraltar “Casemates Square”.

Figure 9 : A personal view into the only and main highstreet running through Gibraltar. It is a completely pedestrianised zone.

Methodology

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Height to Width ratio: 2:1

13m 8m

5m Figure 13 : Section showing residential street

Figure 11 : Mixed use map

Figure 10 : Figure ground

Residential

Commercial

Figure 12 : Road use

Offices

Public Buildings

Industrial Buildings

Pedestrian street

Secondary Roads that are hardly Streets used

Height to Width ratio: 1:4 Industrial Roads

Main Roads.

16m 6m 9m

7m

6m

23m

Figure 17 : Section showing main road

Height to Width ratio: 2:1.25 Figure 14 : Road Heirarchy

Pedestrian street

Figure 15 : Green space and public space map

8m

Figure 16 : Private to Public map

Road Heirarchy Public Space

Green Space

public

private

5m Figure 18 : Section showing high street

8m

Methodology

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Figure 19 : Table of analysis

Vancouver

Pg 15.

Case Study

Figure 21 : Map of Vancouver, showing Downtown Vancouver, West End and Downtown Eastside.

Figure 22 : Figure ground of Vancouver.

Figure 20 : Image of Downtown Vancouver, Yaletown district in Vancouver, Canada. Source: Google Earth.

Statistics Population density: 5249 persons per square km Density per hectare: 52.5 pph Area of Vancouver city: 11500 hectares Area of Downtown Vancouver: 375 hectares Population: 93,500 Density per hectare: 250 pph 2011 Statistics Cananda states that the population density of Yaletown (situated within Downtown Vancouver) was 130 pph.

Information Yaletown, a neighbourhood in Downtown Vancouver, has strong links to its past warehouse and rail yard heritage. The old warehouses have since been converted into commericial facilities and residential spaces, making it one of the most densely populated areas in Vancouver. For instance, brick warehouses on Hamilton and Mainline Street now contain offices and apartments. This redevelopment has led to a unique character in this district of Vancouver, particularly attractive to young professionals who seek a ‘trendy’ place to live. Indeed the city has a commitment to good urban design and has focused on giving an identity to every neighbourhood in Vancouver.

Despite the high rise buildings, density has been implemented gently, because parks and community space have also been carefully intergrated into Yaletown simultaneously. A high level of mixed use

amenties in the district also means walking distance is short for residents, which promotes pedestrian movement as oppose to car transport. Indeed there are still several different tranport methods in the district, which include bus, metro, tram and designated cycle paths (See figure ?).

The mixture of high rise and low rise buildings allow the city to withstand the range of weather conditions. High rise create wind paths which help cool the place during the hot summers but also heat Vancouver during harsh winters. The presence of water surrounding Vancouver, creates a cool breeze during summertime too and is a good environmental quality that the city has enhanced as it has a calming quality amongst the high density area.

The average pavement width on main streets is 5m and road width is 18m, which suggests that pedestrian priority is reduced along main roads. In contrast residential streets are 6m and road width 7m, suggesting road traffic is reduced and pedestrian priority increased.

In 2006, Vancouver embarked on a projected titled “EcoDensity” in which it applied ‘strategic densification,’ striving to achieve higher density given the rise in population. For between 2001 and 2011, Downtown Vancouver’s population rose by about 26,000 people (Census, 2011 [online]). Furthermore, the initiative aimed to abidie by key urban design principles in order to achieve high quality urban design (Toderian [online], 2008).

Figure 23 : Google Earth image of Yaletown, Vancouver.

Figure 24 : A tree lined street in Yaletown district in Vancouver., showing parking, designated cycle path and road way.

Methodology

Pg 16.

Height to width 7:1

Figure 26 : Road use

Figure 25 : Road Map

The average block in Vancouver is 110 x 60 metres.

Pedestrian street

Secondary Roads that are hardly Streets used

Figure 27 : Green space and public space map

Industrial Roads

Main Roads.

Four major roads connect Downtown Vancouver with surrounding neighbourhoods.

Figure 28 : Section of main street

Green Space

Height to width 6:1

Compared to surrounding districts (which are predominantly more residential), Downtown Vancouver has less green space.

private Figure 31 : Section of residential street

Height to width 5.5 :2

Figure 30 : Private to Public map

Figure 29 : Mixed Use Map

Residential

Commercial Public Buildings

The ground floor level is mostly dominated by cemmercial use, with a small amount of residential.

public

private

Figure 32 : Section of secondary street

Methodology

Pg 17.

Figure 33 : Table of analysis

Saconia

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Case Study

Figure 35 : The Location of Saconia

Figure 36 : The Boundary of Saconia

Figure 34: Bird Eye View of Saconia

Statistics Location: Madrid, Spain Density: 370 POP/Ha Population: 10,400 Area: 280,000 sqm

Information The “Colonia Saconia” was also known as “Ciuded de los Poetas”.

It is a neighborhood located in the North West of Madrid. It was built in the 1970s by a private developer ‘Inmobiliaria Saconia’ and was conceived as a mixed-use plan. It was designed in a way that the residential buildings fomed into eight superblocks or neighborhood units, whilst the streets formed into a hexagonal layout. It was aimed to preserve the original irregular topography, which slopes down towards the North. Each superblock is organized around a local public school, which was meant to become the center of community life.

In Saconia, vehicular circulation is being restricted to the hexagonal streets, while pedestrians move across the interconnected public spaces. Parking is located on street as well as in higher floors to take advantage of the different topographic levels. Madrid has built up an excellent public transport system. There are long-term policies which support the extension of the metro and Cercanías networks, the improvement of bus networks, the construction of 28 transport interchanges, and subsidies to public transport. Almost half of the journeys can be made by mechanical means in the metropolitan area are made on public transport. It is a very high proportion compared with most European cities.

Madrid also promotes cycling as an urban transport. There is dedicated bicycle lanes which connect all the Madrid districts. The residents mainly rely on the Metro and EMT bus survice.

There was also a roughly 1.6 hectares of green public space which allows the residents to do some exercise or jogging during their free time. It also contain a small playground which allows children to play with.

Figure 37 : Residential block in Saconia

Figure 38 : Catholic church in Saconia

Methodology

Pg 19.

Height to width ratio 1 : 1.1

Figure 42 : Section (Main Street)

Height to width ratio: 1 : 1.6 Figure 39 : Figure ground

Figure 40 : Road map

Figure 41 : Road use

Pedestrian street

Secondary Roads that are hardly Streets used

Industrial Roads

Main Roads.

Figure 46 : Section (Typical Street)

Height to width ratio: 2:1

Figure 43 : Green space

Green Space

Figure 44 : Mixed use map

Residential

Commercial

Figure 45 : Private

Public Buildings

public

to Public map

private

Figure 47 : Section (Residential Street)

Methodology

Pg 20.

Figure 48 : Table of analysis

Dhavari

Pg 21.

Case Study

Figure : 49 Figure 50 : Dharavi location

Figure 51 :Dharavi earth map

Statistics

Location: India Density: 2965 POP/Ha Population: 700,000 people

Information Dharavi is the largest slum in Asia with population of about 2965 per hectare . Dharavi known as the heart of Mumbai is located between two of Mumbai’s suburban railway lines, the Western and Central Railways. They are the main methods of transportation around this area. In additional to that it is close to Mumbai’s centre, which makes it very valuable. It is also the home of more than million people living in the slum. The advantage of Dharavi is that living costs are low as it generally a low income area. Due to this the government is planning to develop Dharavi into a modern city, with proper housing, hospital, schools and shops. An estimation shows that the project will cost around £1.1bn.

Another advantage is that Dhravi has a high levels of production Industries, first founded by Muslim tanners in the 19th century.

Manufacturing was moved to the outskirts of Mumbai once the city had realised it stunted the economic growth of local businesses. Thus leather manufacturing, polishing, colouring and retail became dominant after industrial industries were banned because of pollution concerns. Still, today most of these businesses are struggling, because of the poor living conditions and low income levels of it’s population. .

Figure 52 : Tiny street in slum

Figure 53 : Mixed use slum

Methodology

Pg 22.

Height to width ratio: 1 : 0.6

Figure 57 : main street

Height to width ratio: 1 : 0.5

Figure 56 : Road use

Figure 55 : Road map

Figure 54 : Figure ground

Secondary Streets

Industrial Roads

Main Roads.

Figure 61 : Slums

Height to width ratio: 1 : 0.3

Figure 60 : Private to Public map

Figure 59 : Mixed use map

Figure 58 : Public and green space

Public Space

Residential

Commercial

Public Buildings

public

private Figure 62 : Residential street

Methodology

Pg 23.

Figure 63 : Table of analysis

Shubra

Pg 24.

Case Study

Figure 65 : Location map

Figure 66 : Location map

Figure 64

Statistics Location: Egypt Density: 750 POP/Ha Population: 81,687 people

Information

My Experince

According to UN population statistics ,Cairo is one of the largest capitals and the second largest city in Africa in terms of population density. Shubra is the largest populated neighborhoods of Cairo it has 750 people per hector and is located in the north of Cairo. In the seventies Shubra district reached the peak of overcrowding and congestion as a result of difficulty of transportation.They created subway lines in the nineties and removed some of the lines from Shubra’s streets. Shubra neighborhoods gather mixed culture and traditions between the Muslim and Christian families. These religions are mixed in certain areas creating one of the most important areas for Christian assembly centers in Cairo.

Shubra is not comfortable to be in , dirty and over crowded. There is no specific building identity, but the city is known by it’s high rise buildings. In the town there is no green network , there are very few parks and open spaces ,no green roofs. Additonally the sun light is poor in terms of reflecting into residential areas due to their height, air pollution consumes the streets produced by plastic and other factories.There is no padestrian paths the streets are shared with no particular markings as to who has priority.

Figure 67 : Traffic image

Figure 68 : pollution

Methodology

Pg 25.

Height to width ratio: 1 : 0.8

Figure 72 : Main piaza

Height to width ratio: 1.5 : 1 Figure 71 : Road use

Figure 70 : Road map

Figure 69 : Figure ground

Secondary Roads that are hardly Streets used

Industrial Roads

Main Roads.

Figure 76: Commercial street

Height to width ratio: 8.4 : 1

Figure 75 : Private to Public map

Figure 74 : Mixed use map

Residential

Commercial

Offices

Public Buildings

Figure 77 : Residential Street

Industrial Buildings

public

private

Methodology

Pg 26.

Figure 78 :

Indre by District

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Case Study

Figure 80 : Location of Indre By District

Figure 81 : Boundary of Indre By District

Figure 79 : Ariel View of Indre By District

Statistics

Location: Copenhagen, Denmark Density: 56.38 POP/Ha Population: 26,223 Area: 4

Information The Indre By district is the historic, geographic and political heart of present-day Copenhagen. It reflects the history of Denmark. It also known as Copenhagen Center or Downtown Copenhagen. Strøget is the popular tourist attraction in this district and there are about 80,000 people using Strøget every day at the height of tourist season in summer and about 48,000 in winter. It was roughly 145 people per minutes in Strøget.

Strøget is a pedestrian and car free shopping area in Copenhagen, Denmark. It is a popular tourist attraction in the centre of town and is one of the longest pedestrian shopping streets in Europe which is 1.1 km long. It was located at the centre of the old city of Copenhagen and has long been one of the most high profile streets in the city. The approach which emphasis on pedestrian and bicycle access to the city has become internationally influential.

Strøget has a great network of cycle lanes which connect from the suburbs area to the Centre. It also contains great bike strategies which bicycles are allowed in the public transport.There is also street furniture which are mainly developed for the bicycle. This helps in creating great renewable energy strategies for the area.

Eventhough Copenhagen has an extensive road network, the car is still the main transport within the city itself. This produced serious congestion expecially during the rush hour traffic. The city’s extensive bicycle paths are being well used but the cycle lanes are shared with cars or pedestrians. They have their own signal systems which gived the cyclists safety within the shared streets.

Figure 82 : Ariel view of Copenhagen City Hall

Figure 83 : Ariel view of Strøget

Methodology

Pg 28.

Height to width ratio: 1 : 2.2

Figure 87 : Main street

Height to width ratio: 1 : 2.1

Figure 86 : Road use

Figure 85 : Road map

Figure 84 : Figure ground

Pedestrian street

Secondary Roads that are hardly Streets used

Industrial Roads

Main Roads.

Figure 91 : Commercial street

Height to width ratio: 1 : 4.3

Figure 88 : Green Space

Green Space

Figure 89 : Mixed use map

Residential

Commercial

Offices

Figure 90 : Private to Public map

Public Buildings

Industrial Buildings

public

private

Figure 92 : Residential street

Methodology

Pg 29.

Figure 93 : Table of analysis

Through these case studies, strenths and weakness have been identified through our critical analysis in each rank table. We have audited, interrogated and evaluated through a series of methods to identify how issues have been rectified. From these case studies we can now produce more realistic design principles..

Pg 30.

Site Context

Site Context

Pg 31.

Vancouver’s Streets

Figure 95 : Figure ground

Figure 96 : Road map

Figure 97 : Street view

Figure 98 : Street view

Figure 99 : Street view

Figure 100 : Street view

Figure 94 Vancouver was chosen as our main case study because it is a city which has already started to incorporate density strategies into the area. For instance, one plan consists of 10 main goals which each have specific targets to achieve such as “lead the world in green building design and construction.” Another initiative involves planting150,000 more trees in Vancouver in an attempt also to make sure each individual lives within 5 minutes of nature. Yet,Vancouver’s density strategies have been deemed too gentle, given its constantly increasing population.

Between 2001 and 2011, Downtown Vancouver’s population rose by about 26,000 people (Census, 2011 [online]). Given that the population is expected to increasingly rise fur ther, we thought that there is scope to build upon existing strategies.

Google Ear th allowed the street network to be analysed at from the main road scale to residential. The average pavement width on main streets is 5m and road width is 18m, which suggests that pedestrian priority is reduced along main roads. However Vancouver has the

potential to successfully adopt a change in the hierarchy of streets like Copenhagen.

Residential streets are 6m and road width 7m, suggesting road traffic is reduced and pedestrian priority slightly increased. However these narrower streets hold the same high rise buildings as the main streets and thus the height to width ratio is less than satisfactory. For overshadowing from high rise buildings made the residential streets less vibrant and inviting and the issue of how to ensure one’s sense of safety arises.

Pg 32.

Data & Space Requirements This section collates the space standards for our chosen site, Downtown Vancouver, and thus Canadian space standards have been sought. However the measurements that we have not been able to find have been taken from UK standards (Barton et al., 2003). The density for 200pph and 800pph were both calculated using the existing population of 93,500 in Downtown Vancouver. For 200pph a density of 12.500 was calculated, whilst at 800pph it was calculated that the area would hold a total population of 51,2000.

Vancouver Policy Overview The preceeding discusion outlines the main space standards which have been extrapolated from policies both in Canada and the UK.

Retail/ Commercial

an elementary school and its outdoor play area, a day-care centre, an after-school care facility, a community centre, and grocery shopping and within 0.4 km walking distance to a playground and a public transit stop” (1992). Housing developments should also contain a minimum of 20 units “in order to give children peers to play with; to encourage a sense of community; and to support provision of adequate outdoor and indoor amenities for families and children” (1992).

By 2040, it is estimated that Metro Vancouver (Vancouver City Centre and surrounding districts) will accommodate 1.7 million jobs due to an increase in population. Thus the commercial sector will play an important role in accomodating so many jobs to support the growing population.

With regards to privacy, the policy document states that it is important to retain the homeowners privacy especially in terms of their access to their homes and outdoor space {1992). “Each family unit should have a private open space, which is a minimum of 1.8 m deep by 2.7 m wide.”

Any neighbourhood grocery store should have a maximum frontage of 15.3m (Vancouver CA Bylaws, 2016). When considering the site for grocery stores, the “collection, holding and disposal of garbage and litter” must suitable be considered.

Health

Farmer’s markets must be in “open air stalls or booths” and have a minimum of 11 stalls/ booths. However the site area should not exceed 2,323 metres squared (Vancouver CA, 2016). The minimum site size of a temporary sales office should be 2000 metres squared). The site must be located on an arterial or major street and 800 meters from a commercial district. Indeed these policies have been taken into consideration when collating space standards.

Before the development of a site containing a hospital certain criteria must be met. For instance, the landscaping and open space provision must be appropriate for the “size and nature” of the site.

(Vancouver CA bylaws [online], (2016). The development should also consider other buildings, the provision of off street parking, loading bays and how this may impact surrounding neighbourhoods.

It is noted that “the site area shall not be less than 3700m.”

Residential

Green Infrastructure

According to Vancouver Metro, it is estimated that 6,500 house will need to be constructed per year in order to meet the demands of the growing population in Vancouver. For, by 2040, Metro Vancouver is estimated to have 3.4 million residents, and 1.4 million units of accommodation. Yet Vancouver has been ranked as the third most unaffordable city and thus must tabkle the issue of creating more afforable housing (Vancouver City Council, 2012).. The ‘EcoDensity’ vision is one initiative that has been adopted which aims to “create more complete communities by having housing diversity within walking distance of shops and services, and accessible to transit” (Civic Info [online], 2016).

Vancouver is striving to be the “greenest city in the world by 2020 ” (Baharash Architecture [online], (2016) and is trying to achieve this position through the implementation of the 2020 action plan.

The plan consists of 10 main goals which each have specific targets to achieve such as “lead the world in green building design and construction” and achieve “the cleanest air of any city in the world” (2020 Action Plan). The City is also keen to become 100% efficient in renewable energy and thus helps achieve its aim of becoming the ‘greenest’ city in the world.

Policy states that the avaerage number of people per dwelling is 2.5 and the minimum net unit size for bedrooms; (2 bed is 90 square metres, 3 bed is 112 square metres, 4 bed is 125 square metres).

The minimum net size for studio apartment is 30 square metres, 1 room is 46 square metres, 2 bed 66 square metres and 3 bed is 84 square metres) (City of Vancouver [online], 2016). Policy also states that “every sleeping unit shall include a main habitable room having a floor area of not less than 9.7 square metres.

Policy also states that in an area of significant high density, any family housing development should be “within 0.8 km walking distance of

Through this initiative 150,000 more trees wil alsol be planted in Vancouver in an attempt also to make sure each individual lives within 5 minutes of nature (Baharash Architecture [online], (2016).

In addition policy states that trees should be located 4.5m away from buildings (bchousing).

Policy also notes that it is important to connect the city to nature in order to enrich sensory richness, particularly for children. Total outdoor play area should range in size from 130 metres squared to 280 metres squared (1992) and play areas should also be carefully situated in order to maximise sunlight.

Pg 33.

Overall, it was decided that for 200pph, 10% of the total area would be disignated as pubilc open space and for 800pph, 25% of the total area would be for public open space.

Schools Policy states that nurseries should be positioned within 8km of a park or playground. Per 12 children an area of 225 m2 should be provided. Childcare facilities within 8km of a park or playground.

Sites of schools should also have a minimum frontage of 20.1m (Vancouver CA [online], (2016).

Transportation Policies note that a 30 kn/h speed limit on bike routes and green ways will be enforced in order to create a safer environment and encourage cycling and walking. Junctions per hectare should also be above 50 per km to create a wider choice of routes, particularly for pedestrians.

Furthermore a new transport plan supports several initiatives to improve the public space in Downtown Vancouver by intensifying pedestrian priority. For instance Robson Square is an area which has been designated as a pedestian priority street whereby pedestrian movement has been prioritised through the enforcedment of shared space and car free zones (Vancouver City Council, 2012).

Parking The City of Vancouver (2002) ‘Parking and Loading Guidelines’ states that the standard vehicle space should be 2.5m x 5.5m and disability spce 4.0m x 5.5m. Visitor parking is deemed not an essential requirement but can make access to a property more convenient.

Loading space should provide enough space for vans or pick-up trucks to efficiently manouvere. As such, it is deemed that minimum dimensions of 2.7m x 5.5m should be implemented which also has a vertical clearance of 2.3m (The City of Vancouver, 2002).

Summary Vancouver has already implemented density strategies in parts of the city such as Downtown Vancouver, however analysis has indicated that density could be intensified even more, given that population density is constatly increasing in Downtown Vancouver since it is the central core of the city both culturally and economically (Vancouver City Council, 2012). Thus we will use Vancouver’s existing gentle density strategies as a platform to build upon.

Space and Data Requirements 200pph

Figure 101 :

12,800 in 64 hectares The average number of people in any household is 2.5, so 6,400 dwelling need to be produced

Pg 34.

Space and Data Requirements 800pph

Figure 102 :

51,200 in 64 hectares Since the average household size is 2.5, 25,600 dwelings need to be produced

Pg 35.

The necessary amenities

Pg 36.

Amenities Hospital

Schools

Residential

Superstore

Commercial

Local Shop

Leisure Centre

Places Of Worship

Community Centre

Post Office

Public Spaces

Offices

Farmers Market

The wheel on the left has sorted facilities into district and neighbourhood groups in order to fulfil the brief requirements. For our conceptual diagram must consider the district scale, neighbourhood and block scale.

Facilities have also been separated into stackable and non-stackable. All stackable facilities can be integrated into a mixed use block. Moreover residential can be built above any of the stackable facilities that have been deemed stackable. Where as non-stackable components such as schools, hospitals and superstores have to been located on the ground floor in order to function efficiently.

Figure 103 : Stacking diagram

Grid Layout 200pph

Pg 37.

From our space and data policies, we then carried out an abstract grid layout to help determine what is needed to accommodate for each 800 by 800 area.

The grid layout at 200pph shows how much of each amenity is required for a population of 12,800 people. The area will be dominated by residential, commercial and green space. Given the low population in the area, everything can be accommodated on the ground floor level.

Figure 104 : Space analysis

Grid Layout 800pph

Pg 38.

Figure 106 : 3D space analysis

Compared to the 200pph grid layout, this 800pph grid layout highlights the need to provide more facilities and particularly green space in a high density area.

Fig 106 (above) shows the need to build upwards in order to provide enough facilities for 800pph.

Overall this chapter with regards to space and data requirements has allowed vital data to be collated in terms of what amenities are required to support 200pph and 800pph.

Figure 105 : Space analysis

Design Development Conceptual diagrams have been produced through the examination of literature research and case study material. In particular material has been drawn from our Copenhagen case study with regards to walkability and Our conceptual diagram can be applied to our situation in which intensification is needed.

Conceptual Diagrams

Pg 40.

Fig 107 Conceptual diagram version

Fig 108 Conceptual diagram with amenities

Fig 109 Conceptual diagram version 2

Fig 110 A combination of version 1 and 2

This diagram focuses on providing green space and a main road connection.

This diagram has incorporated the amenities required for 200pph.

Here, green space has been positioned in each quarter and around the central core.

Elements of Fig 107 (green network and public space) and Fig 109 (pedestrian and road network) have been merged.

Fig 111 Vancouver grid structure

This map shows Vancouver’s grid structure, with the main roads highlighted in red.

According to Ghel (2010: 127) ‘The route can be divided into manageable segments where people can walk from square to square, which naturally breaks up the walk,’ thus encouraging people to walk outside of this 800m zone. Carmona et al. (2003: 79) also notes how the pedestrian environment has become broken due to the dominance of the car. Bearing this in mind, we began to start our conceptual design, by initially placing road and pedestrian connections, which would prioritise pedestrian movement. Public and green space was also positioned to create a more pleasant, safer environment to encourage pedestrian movement. Two ideas were then merged (fig 107 and fig 109) to form Fig 110.

Fig 112 Conceptual Diagram showing proposed green network and public space.

This diagram show the green network diagonally from North West to South East and the public space (blue).

The dotted blue lines highlight the proposed shared space.

Fig 113 Conceptual diagram with more fluid strucutre

Here, the rigid grid structure of Vancouver has been made more fluid by changing the road network, which subsequently makes the perimeter blocks more varied.

Fig 114 Block sizes

Block sizes were measured and on average they were too large if a good degree of legibility and walkability were to be achieved.

With this basic conceptual diagram, the main roads from the chosen case study - Downtown Vancouver, were placed in and slightly moved downwards to centre the town centre. Clearly the rigid grid structure of Downtown Vancouver needed more character, which we emphasised in our next conceptual diagram (Fig 113) in which the road structure was made more fluid. However in the first initial diagram, the blocks were too large so they were divided to make the grid finer in order to increase permeability and give more identity to the place. In our final conceptual diagram (Fig, 115), a 60-80m block size was achieved, which is necessary in higher density areas.

Fig 115

This final conceptual diagram has much smaller block sizes which are on average 80m by 60m. The shared space around the central square core can be identified by the wider roads.

Design Principles and Actions The following chapter establishes our main design principles and how our design for densification has implemented these principles through several design actions. For each objective we have established three main design principles which have all been included throughout the design development. Keeping our vision of vitality throughout the design principles are rules in which we thought took most priority in designing both schemes of 200pph. and 800pph.

Connectivity

Pg 42.

m 800

10 mins Max Block Width 100m

50 junction per Km2

Finely Meshed Grids And Small Grain Plots Finely meshed grids offer many different routes in and out of spaces, coarse grids offer fewer way and reduce the permeability and identity of the space. According to Carmona. M et al (2003 pg82) theory on cadastral street patterns, “smaller blocks also increase visual permeability, thereby improving people’s awareness of the choice available”. The case study of Gibraltar is a great example of this as it is packed with very fine grain urban blocks creating a lot of walkable routes and strong connective points. This is applicable equally to both population densities. The aim is to create atleast 50 junctions per km2. Max block width - 100m and smaller in higher density areas between 60 - 80m

Breaks and Interventions in street networks

Walkability A walkable neighbourhood is one that as a max walking distance of 800m roughly 10 mins away to main amenities. However in some cases as seen in Stroget Copenhagen and Gibraltar, climate, landscape, sociability and safety all contribute to creating an environment that could encourage people to walk for longer despite the distance.

Changing the priority of the streets where cyclists and people come first.

Enhancing Townscape In theory a walkable neighbourhood is one that as a max walking distance of 800m roughly 10 mins away to main amenities. However in some cases as seen in Stroget Copenhagen, which has a pedestrian zone of 1.1km, the rule can be broken by introducing breaks and interventions throughout the walk, making a more interesting journey, enticing people to walk for longer. This is applicable to both population densities.

DP 1

200 pph

Pg 43.

800 pph

DA 1 - By increasing the number of junctions within the street network it produces a finely meshed grid which offers many different routes in and out of spaces, producing more permeability and legibility within the district, as well as a more interesting streetscape for pedestrians.

Max Block Width 100m

50 junction per Km2

74 junction per Km2 75 junction per Km2 The new grid implimented has approx 75 at 0.64km2

Figure 116 : Road junctions

100m max plot width

DA 2- Keeping the street grid found present in Vancouver, by bending the streets and irregularity the straight monotonous road structure helps produce character and a much more interesting townscape. Thus promoting walkability.

Figure 117

Main Traffic Routes in and out. Main connecting roads.

Figure 119

Figure 118

Busiest Road

Pedestrian Road

Large Shared Streets

Residential Home zones

The new grid implimented has approx 74 junctions at 0.64km2

DA 3- The red routes show the main roads, these roads have been kept from Vancouver’s original street grid in order to keep a sense of identity and a similar legibility about the town. The centre square has been located in the middle of these main junctions as it is the area with the highest active transport links.

Figure 121 : main roads

Main Traffic Routes in and out. Main connecting roads.

Figure 120: Road junctions

100m max plot width

Figure 122 : road map

DA 4- By decreasing Vancouver’s block width from 110m to 100, 80 and 60m it increases visual permeability, thereby improving legibility and people’s awareness of the choices available, making the streets far more walkable.

Figure 123: Road hierarchy

Busiest Road

Pedestrian Road

Large Shared Streets

Residential Home zones

m 800

200 pph

DP 2

800 pph

Pg 44.

10 mins DA1- Even though the green route has a total of 1.2Km in distance and exceeds the average walking distance a pedestrian is willing to travel.

By breaking up the route into smaller journeys, interrupted by public squares encourages people to walk further by producing a positive and varied route through the district.

Figure 126 : Green Route

Figure 125 : walking distance illustration

DA3- All main amenities have been placed within walking distance as seen in Fig 125. This has been designed in order to discourage the use of automobiles and encourage greener modes of transport such as walking and cycling. As seen in Fig 127. and Fig 128 every neighbourhood in both density schemes have schools, local shops, churches and other public buildings located within them.

Figure 124

Green Route.

DA 2- A green path has been designed to run throughout the district connecting existing natural resources in Vancouver such as the sea.

The green path has been located as a promotion of healthy living once again encouraging green modes of transport. Furthermore, the path presents itself as an opportunity for the town to socialise, communicate and thrive as a community. It could also be the location of farmers markets and other stalls which helps increase the vision of vitality and vibrancy within the district.

Figure 127 : Mix of uses 800pph

Figure 128 : Mix of uses 200pph

DP 3

200 pph

800 pph Increasing Townscape

DA .1 – Gorden Cullen’s book Concise Townscape’ (1971), highlights key features which help to improve the feels of a place or create a townscape character.

The key principles; here, there, intrigue, projection, recession, openness, landmark, screened vista etc. We explored our scheme through Cullen’s Townscape ‘lens’ to examine how our streets accommodate to a range of human needs, that at times are those that are met just by the visual landscape. The images below show how this technique was applied to new Vancouver. The townscape analysis has helped define these space and highlight their importance at a human scale, refining the human experience in these proposed design schemes. It is evident through this analysis that the constant changes in building heights and volumes create a much more diverse and intricate townscape, these can be seen through the image of “deflection, recession and projection” of building faces.

1

1 3

1

Figure 137

2

2

Figure 131 4 2

4

2 1

Figure 135 3

3

Increased landmarks.

Figure 132

Figure 129

Recessed and projected surfaces increase the character and the legibility of the streets.

Figure 130: Highlighting edges

DA 2- By creating varied edges it allows for a more legible and enticing streetscapes.

Which in return entices people to walk and discover the streetscape.

3

Figure 138

Recessed and projected surfaces increase the character and the legibility of the streets.

4

Figure 133

Varried edges leads to interesting character walks Figure 134

4

Figure 136: Highlighting edges

DA3- The new townscape , organic plot layout and new street gird allow for the placement of more focal points and key visual landmarks. This produces an easy and legible walk able route, with new identity and character through the mix of scales and landmarks.

Figure 139

Varried edges leads to interesting character walks Figure 139.1

Pg 45.

Health

Pg 46.

H W Minor Streets 1:1.5 Ratio

40% with 1:3 Ratio

3m Wide Cycle Lanes

Height to Width Ratio

Cycling Facilities

Implimention of Natural Systems

An appropriate height to width ratio needs to be integrated to produces environments that provide the best opportunities of sun, wind control, reducing crowding and stress levels. Although all the case studies show a range of ratios which at most are not the strongest, the most efficient height to width ratios according to the manual for streets should be the following:

Copenhagen is a great example case sample that has successfully adopted a change in the hierarchy of streets. Pedestrians and cyclists own the streets creating a much more sustainable environment in terms of health,economy,socially and environmentally.

Implementing more shared streets and cycle lanes as seen in Copenhagen well help reduce the car making it safer for the community to explore these modes of transport. This principle will be used for both density models In Copenhagen our case study showed cycle lanes have been increased to 3m and this has worked effectively in diminishing the use of cars and increasing the number of cyclists.

Miller (2005) cites Kaplan who notes that “exposure to natural systems, even relatively simple ones, hastens recovery from stress.� By introducing the right height ratio in public spaces it will allow more natural systems to enter, combating crowding and its link to causing high levels of stress in daily routines as seen in the case study of Shubra and Mumbai.

Minor Streets: Max 1:1.5 Typical Streets: Max 1:3 Squares: Max 1:6 40% of all street frontage within the project will have a minimum building-height-to-street-width ratio of 1:3.

Cycle lanes will be employed throughout - 3m wide

DP 4

200 pph

800 pph

H W 40% with 1:3 Ratio

Minor Streets 1:1.5 Ratio

DA 4 - In 800pph master plan, the height to width ratio:

DA1 - By creating proportional sized streets between built form and space it creates comfortable environments for pedestrians, socially, physiologically and environmentally. Streets should have the following stats:

- Residential area - 1 : 0.5 - High Street - 1 : 3 - Shared Street - 1 : 2

Minor Streets: Max 1:1.5 Typical Streets: Max 1:3 Squares: Max 1:6

Residential Street

Figure 140

Figure 145

Residential Street DA 2 - In 200pph master plan, the height to width ratio: -Residential area - 1 : 1 - High Street - 1 : 1.5 - Shared Street - 1 : 5

High street Figure 142

Main Street Figure 143

Figure 144

Figure 141

DA 3 - Creating these proportional environments help to relieve the pedestrians from the stress of overcrowding in terms of built form and in population density. Although 200 pph. is not a typically high-density scheme, by producing target streets it allows a more comfortable and less stressful environment for pedestrians to walk through. This not only provides a sense of security but a feel good factor in the space. When comparing these results with the 800pph, larger spaces on the ground floo,r as seen in the figures beside, are important to try and relieve stress factors and over crowding in these spaces. Narrow dark walkways between buildings encourage negative activity due to its lack of light and stress, creating bad environments for the public to experience and enjoy. Therefore, by constructing these streets we are encouraging a more healthy, positive and active lifestyle, which above all helps relieve social environmental stressors.

DA 5 - Apart from affecting social stressors, right proportioned streets also allow for environmental systems such as wind and sun to regulate in these spaces. (As seen in DP 6 and DP14). Wider public spaces and right proportional spaces between built from and space allows for more natural light and wind control. As mentioned before narrow walkways against taller buildings such as those found in the 800pph. Scheme will be dark, isolated and cold. In this situation narrow alleyways create wind tunnels that focuses a lot of the cold air and strong wind force through these tunnels. This produces a very unpleasant and alarming route or pedestrians.

Main Street Figure 147

High street Figure 146

Pg 47.

DP 5

200 pph

800 pph

Pg 48.

3m Wide Cycle Lanes

DA1 - Cycling is highly promoted for the whole area in this proposal. People are encouraged to cycle around the city instead of driving. 3m wide cycle lanes are provided in every street to allow people to cycling around the whole area easily and comfortablly.

Promoting a much healthier and cleaner way of living. Fig 149 & 150

Figure 149

Figure 148

Bicycle friendly areas

Figure 151 : 3m wide bycicle lane in vancouver

Figure 150

DA 2- By introducing bicycle lanes throughout the scheme through shared streets (DP 7) it helps discourage the use of the car as the priority of the streets will be regained by pedestrians making them the main priority. This in return promotes walking and bicycles and public transport. All cleaner modes of transport this doesn’t only increase the health of the pedestrians encouraging them to exercise, but also help relieve our air from pollutants caused through motor vehicles.

DA3 - Vancouver is starting to adopt a 3m wide bicycle lane policy to promote a much cleaner way of travel, and therefore increase the health of the city in terms of wellbeing of the pedestrians and in the air quality of the town. We have implemented this policy throughout our larger shared streets as illustrated in fig 148. This willl help create

DP6

200 pph

800 pph Morning

Morning DA 1 – In order for both schemes to be energy efficient and successful there needs to be a sufficient amount of sunlight in both sites. Every house and space should have a min of 2hrs of sunlight a day. The images show the amount of light on each of the sites. As you can see there is always a good amount of light in both schemes especially at 200pph, this is as buildings heights are generally lower and thus allows more light to enter. The more sunshine, the more people are likely to gather and stay in a space, presenting a much more lively and economically viable scheme expecially in mixed use and commercial areas.

Figure 157

Figure 152

Afternoon

Afternoon

Figure 158

Figure 153

Evening

Evening Figure 155

Figure 154

DA 2 - Due to the increase in building height to accommodate for 800pph, the scheme could prove to be problematic especially in the inner courtyards of residential areas struggling to allow sun to penetrate. Thus, in order to start addressing this issue, by varying the heights of each plot in both the 200 and 800 pph. schemes, it ensures maximum sunlight to penetrate through the public and private open spaces. this is explained in a quick graphic Fig 156. The varied heights allow light to enter through diff tunnels and spaces created by these buildings.

Figure 159

Figure 156 : image showing sun penetration

Pg 49.

Sociability

Pg 50.

18-20m Street width

Creating Shared Streets ‘woonerfs’ is a theory created by Niek De Boer in the 1960’s, integrates pedestrian activity and vehicular movement. Stroget the case study analysed previously integrates this shared zone whilst still maintaining a comfortable pleasurable walking rhythm. The wide streets and uninterrupted pedestrian flow creates a place, which encourages people to visit and walk.

By reducing road width to the basic min of 3m and widening the pavements to min 6m it produces good pedestrian spaces which make them the owner of the streets.

Woornerfs - 18 - 20m street width

45-50% Active Frontages

Increase Street Furniture and active frontages Triangulation is the theory where public interventions are placed to encourage the means of sociability and community within a space.The case studies examined all have a poor amounts of public space where most of the public spaces shown are those such as high streets and commercial areas, where people don’t stop to socialise in. However as analysed, Gibraltar’s ‘Casemates Square’ is a positive space where people tend to stay in and enjoy this is due to the open space, street furniture, active frontages i.e cafes and public interventions such as markets. Thus by introducing this theory of triangulation we can adapt more spaces into social areas. Copenhagen has a strong percentage of active frontages of about 75%. Giving this is quite high the size of our scheme we aim to create atleast 45-50% active frontages for both schemes.

25% Public Space

10% of Public Space

800 pph

200 pph

Public Spaces All the case studies showed a poor result of public space such as squares or parks in relation to built form.

In most cases around 7% of the area was public space.

This shows that there is more of a necessary activity happening through the public streets but very little social activities, where people gather as a community.

Thus in order to increase this, more public spaces need to be injected into the street grid to create vitality throughout all seasons and all hours.

Gibraltar 7 % public space - 10% for 200 pph 800 pph - 25% Slightly over double to accomodate for the increase in desnity

DP 7

800 pph

200 pph

Pg 51.

18-20m Street width

Large Shared Streets 18m Large Shared Streets 18m

Home zones 12m

Home zones 12m

Figure 160 Figure 163

DA 1- Both the schemes streets have been designed as shared streets ‘woonerfs’ a theory created by Niek De Boer. These streets allow for the most efficient use of road space, slowing down cars and allowing children and pedestrians to use the space comfortably turning it into a public space. ‘Woonerfs’ integrate pedestrian activity and vehicular movement. The wide streets and uninterrupted pedestrian flow creates a place, which encourages people walk and stay. The merge of materiality between the paving and road gives a warning to the driver that they are not the priority in terms of street hierarchy and thus naturally slow down. The use of shared streets and spaces will increase the activity, walkability of the space and proved a secure safe environment for families and communities to thrive.

Additionally helping to encourage a healthier lifestyle and a stronger social interactions as the street would act as an extension of the residents front garden spaces, urging communication between pedestrians.

Typical home zone section Figure 161

D A 2- Fig 160 and Fig 163 are showing the placement of shared streets on both of our schemes. Each image addresses a different density type however the amounts of shared streets remain the same. There are two types of shared streets present on our scheme were we have employed this street design. The darker shade of purple is illustrating the biggest shared street we have on site which has a total width of 18m. Whilst the smaller home zones are 12m in width, this has been purposely reduced to create a much more intimate scale for residential areas.

A smaller street creates a more comfortable and personal environment which is much more encouraging in terms of sociability.

Figure 164

Typical woonerf main shared street section Figure 162

Typical home zone section

Typical woonerf main shared street section Figure 165

DP 8

200 pph DA 1- Fig () and Fig () are illustrating the amount of direct active edges present within both schemes. We aimed to achieve at least 50 % of the scheme as direct active frontages, however we have managed to cover the whole scheme in both residential and commercial active frontages as seen in the images below.

45-50% Active Frontages

Public active edges

Public active edges

Private active edges

Private active edges

DA2The ground floor of every apartment block type contains a separate front entrance to each flat and a separate entrance for the apartment’s circulation spaces. Houses also have a direct entrance at ground floor. This provides a more active frontage throughout the residential areas, creating natural surveillance and vitality at eye level. As seen in Fig 171 and Fig 164 all the fronts face fronts whilst all the backs face backs, this increases the liveliness and interactivity of the area.

Furthermore all eyes on the streets from these housing blocks creates a stronger feeling of security for pedestrians passing through.

DA3 – The implementation of balconies as seen in Fig 168 and Fig 170 in both schemes, help achieve a constant and activity and visual surveillance throughout 24hrs especially in the commercial areas. It gives the opportunity for residence to a have visual connection and stronger sense of security when it comes to watching activities at ground level. I.e. children playing. There is also a visual interaction between the balconies, where residents can immediately acknowledge each other, creating a much stronger sense of community.

Balconies allow residents to feel included and also increases the sense of security for the public below.

Active ground floor and residential above - 24hr Surveillance

Figure 166: Active Edges

Figure 167

800 pph

Pg 52.

Figure 169: Active Edges

Section through main commercial blocks

Section through main commercial blocks

Figure 168

Figure 170

Figure 171

DP 9

200 pph Main Piaza Green Route Squares

800 pph

Grass areas 25% Public Space

10% of Public Space

Figure 172

Main Piaza Green Route Squares

Pg 53.

Grass areas

Figure 173

13% Public Space

20% Public Space DA 1- Public spaces are designed throughout the scheme and there is at least one large public space present in each neighbourhood for both schemes as seen in Fig 172 and Fig 173. There are four types of public spaces in our scheme these are: green spaces, public squares, main piazza and a green route. Creating public spaces produces chances for the community to unite and communicate; it contributes to the vibrancy and vitality of the town. Stimulating our sense of noise and vision, public spaces encourages sociability and creates a much more open and positive atmosphere throughout the town. For both schemes we have managed to achieve our total percentage goal.

DA 2 - There is an increase in percentage of public space in the 800pph. scheme this is as to accommodate for the high population density there needs to in return be and increase of public space in comparison to the 200 pph. scheme Fig 172. Due to the height increase of the buildings, some reaching to about 14storeys there needs to be a sufficient amount of public space in order to reduce the feeling of a cramped and largely dense town. Larger open and public spaces help reduce social stressors and add to the sociability, health, greenery and environmental qualities of the district.

Identity

Pg 54.

Varied Sky Line

Materiality and Colour Scheme Norberg-Schulz denotes that “character is determined by the material and formal constitution of the place�

(2007:278). All the case studies show a strong sense of identity through their materiality, the cities are built up of very different colour schemes which are appropriate to their location and culture, becoming a symbol of their identity architecturally. I.e Shubra is made up of very earthy colours with concrete material. Thus, by keeping the existing character and adopting the same materiality and colour scheme present on site, we aim to create a new identity with the cities existing familiar character.

In the cases of Vancouver and Mumbai there is a strong mix of high-rise and low-rise buildings making a skyline full of character that also aids in mitigating crowding.

Through this the varied skyline also creates an exciting streetscape which people associate with that area.

(See D.P 4)

Retaining Landmarks

By Retaining local landmarks or designing around natural landmarks, it presents a specific point of familiarity which residents can relate to and associate themselves with as a community. It could become a place of reference, a sense of security, and a place of ownership for the residents. The rock of Gibraltar is a great example on how a town is built around a natural landmark in order to preserve it. The rock is automatically associated with the town and for Gibraltarians it is something they pride over, providing a sense of security and a feeling of home.

DP 10

Pg 55.

200 pph

800 pph

Central District

Main Roads Figure 174 : Road network of downtown vancouver

Main Roads

Figure 174.1 : Vancouvers standard street scape

Figure 174.2 : New Vancouvers residential streetscape 800pph

Figure 174.3 : Road network of new vancouver Figure 175 : Figure ground of new Vancouver DA 1 - Using the existing road network of Vancouver we adapted it to centre the main town and traffic systems.

This created a new morphology in which three neighbourhood districts could be formed - citywide and two local neighbourhoods. The central neighbourhood is highlighted in Fig 175, the neighbourhoods have been formed with Vancouver’s natural land morphology.

DA 2- As seen in Fig 174 we have adapted the existing road network of Vancouver by keeping the same road hierarchy and its placement, as well as keeping the amount of blocks. By using our design principles we have taken Vancouver’s present grid and altered the roads by bending and sifting the grid to create more character and a higher quality streetscape. Fig 174.3 shows the new grid for Vancouver, when comparing the old and the new the similarities in each become present, where the once rigid grid has been developed and adapted into a more organic streetscape, however still keeping its original street and block identity.

DA 3- Fig 174.1 is showing a typical streetscape in Vancouver the streets are over run with cars and surrounded by tall monotonous buildings producing a very dull streetscape. Thus , but creating a much more organic plot design where building frontages are recessed and projected, it helps create a much more interesting streetscape. Producing a specific character and identity to the town this is shown in fig 174.2.

DP 11

Pg 56.

200 pph

Figure 179 : Storey heights

Figure 176 : Storey heights

A change in building heights adds visual variety and a unique sky scape enhancing Vancouver’s Identity.

800 pph

Figure 180 : Section through scheme

Figure 177 : Section through scheme

Figure 181 : Section through scheme

Figure 178 : Section through scheme

DA1- Vancouver’s skyline varies between high rise and low rise buildings creating a very distinct identity and character, where the high rise buildings almost becomes landmarks for the city. Fig 177, 178 are sections displaying the skyline at 200pph, whilst fig 180, 181 show the skyline at 800pph. The change in roof heights are a modern take on replicating the existing skyline of Vancouver preserving its identity, scale and character.

Figure 178.1 : Vancouvers sky line

DP 12

Pg 57.

200 pph

800 pph

Green Network

DA 1 - As there were no existing landscapes in the chosen site location in Vancouver, the new design schemes for both 200pph and 800 pph both include landmarked areas in order to create a strong sense of place and increase the legibility of the site. Fig 182 is highlighting the green network, the central piazza within this green route, is the main landmark area in the 200pph scheme. The piazza acts as a point of familiarity which residents can relate to and associate themselves with as a community. It is also a space available for the community to thrive through the installation of public art and market stalls.

Figure 183.1 : Vancouver identity Figure 182

DA2 – Like the 200pph scheme the 800pph scheme has also employed the use of landmarks to create a strong sense of identity and legibility about the town. Vancouver has a lot of high rise towers as seen in fig 183.1. In the 800pph scheme we have implemented 3 main commercial towers situated at the entrance of the main piazza. These towers are the highest buildings in New Vancouver and are a representation of the scale and skyline associated with downtown Vancouver. Through the development of these 3 tower blocks, it helps create a strong sense of place but further tries to commemorate the urban form, which previously made up Vancouver. These 3 landmarks presented on the scheme not only gives the town legibility and identity but is a representation of what was previously situated on site.

Landmarks

Figure 183.2 : New commercial/mix use block 800pph Figure 183

Landmark Tower

Green Network

Pg 58.

9 sqm per person

Green Space All the case studies were lacking in green space. The World Health Organisation’s states that a minimum suggestion of 9 square meters of green space per person (Baharash Architecture [online], 2016) should be introduced into a city. However Professor Nieuwenhuijsen (CREAL) voices that there are currently no formal guidelines or rules with regards to how much green space a city is obligated to have.

Green space acts as a mechanism to reduce pollution, increase exercise, reduce stress and increase sociability.

4m Space between bldg.

12m Inervals

Trees and Vegetation In order to protect the housing from strong cold winds and any pollution from the surrounding motorways trees and vegetation are implemented to achieve the highest quality environment within the site. Trees and vegetation can be placed strategically to provide shade in summer months, clock cold winds in winter, line heavily trafficked streets to relieve the air from so many pollutants, but also provide vitality and life to the streets.

Trees must be placed 4m from buildings and in 12m intervals

Roof Gardens and Green Roofs Beatley (2006) notes that there has been an uptake in green rooftops, with Europe’s most extensive green roof program being in Lin, Austria. Since 1980’s the city has subsidized green roofs, paying for 35% of the costs and as a result the city now boasts 300 green roofs (Beatley, 2006: 566). In all of the case studies there is a lacking in roof gardens and green roofs. In cases of high density the escapism of being able to rise above chaotic ground level and still have a sociable, positive and inclusive community above the ground is very important. Roof gardens are a method that would mainly suit high-density areas to prevent the ground floor from becoming uncomfortable and crowded. However the implementation of green roofs would be suitable to both.

DP 13

200 pph

DA 1 – Green spaces have been implemented throughout both schemes to provide life and a connection to nature in a very urban area. Keeping a strong connection to vegetation and nature is extremely important in delivering experiences and creating vibrant places. Apart from its social aspects green spaces are also extremely useful in helping to cool urban climates and absorbing pollutants in the environment and have huge health benefits. Research untaken by CREAL (the Centre for Research in Environmental Epidemiology) in Barcelona has shown that green space acts as a mechanism to reduce pollution, increase exercise, reduce stress and increase sociability (Horizon EU [online], 2016).

800 pph 9 sqm per person

200 pph

public space

800pph

Figure 184

Figure 185

buildings

200pph

40% Green Space

30% Green Space Green space

Buildings

4th Qtr

Green space

Buildings

Pg 59.

200 pph

DP 14

4m Space between bldg.

800 pph

Pg 60.

12m Inervals

DA1 – Trees and vegetation are used throughout both schemes as a strategy to create cool urban environments despite the population density. Leaves and branches help provide shading and diminish the amount of solar radiation that reaches the ground underneath. Vancouver has a generally warm climate especially in the summer where they reach up to 40 degrees.

Thus, trees are lined throughout all streets to act as shelter and give shade, relieving pedestrians from the warm unbearable temperatures. Allowing them to stay and enjoy public spaces throughout all climates and seasons.

Figure 187 : basic tree layout for all streets on both schemes

Figure 188: 800pph typical street layout

The green necklace contains higher density of tree and every tree is located 4m far from the building and 12m intervals.

DA3 – Apart from helping resolve the problem of heat islands in dense spaces, trees and vegetation also help absorb harmful pollutants in the air, produced by motor vehicles .By increasing the number of trees and including them along every street (fig 186) it will begin to reduce the amount of harmful pollutants and smells present in the air from roads. This in return presents a much more pleasant and positive experience for the pedestrians, both visually and psychologically

Figure 186 : Vegetation hierarchy

DA 2- When it comes to addressing growing urban heat islands in especially high dense areas vegetation and trees are the most useful mitigation tactic. By placing the trees 4m away from the building at 12m intervals on both schemes it produces very shaded pavements and streets. This is the most effective way to cool down pedestrians and the community. Trees are also planted throughout the green route and in every inner courtyard; this once again helps eliminate the problem of urban heat islands.The trees and vegetation act as a barrier between the sun and the street, absorbing a lot of heat from the sun. The 12m space between each tree ensures that as well as shade there are also gaps of sunlight along the street creating warmer conditions in the colder months. (Fig 187)

200 pph

DP 15

DA 1 - The implementation roof gardens and green roofs throughout the master plan, adds to an increase of activity above the ground floor.

This creates a lively and active neighbourhood where the activity is stretched throughout all floors. The roof gardens create an additional more private public area in the residential blocks, allowing neighbours to communicate and grow as a community. Furthermore, roof gardens used throughout the commercial areas provide opportunity for retailers to stretch their businesses’ up to the roof, strengthening this idea of a 24hr social city. Additionally roof gardens also help to prevent the ground floor from becoming to uncomfortable and crowded at 800pph. at ground level.

As seen in Fig 189 and Fig 191 there is an increase amount of roof gardens and green roofs in the 800pph scheme due to this reason.

800 pph DA2- Green roofs are included throughout both schemes not only as a natural solution to deal with rainwater drainage, but also as a way to improve urban heat islands and air quality. The vegetation helps absorb any air pollutants which have risen from the ground floor but also helps absorb heat created at ground level. Due to the increase of population density in the 800 pph. scheme, more green roofs and gardens have been implemented to accommodate for the added human activity happening at ground level.

Figure 191: roof gardens and green roofs

Figure 189 : roof gardens and green roofs

Figure 190 : green roofs

Pg 61.

Figure 192 : green roofs

Diversity

Pg 62.

40% Affordable homes

24 Hr City Mix of Uses (stacking) All of the case studies show good examples of mixed-use schemes mainly in their particular high street/commercial area. Moughtin (1996 p135) states: land use mix within street blocks also affects the quality of the built environment‌ the traditional city with residential and office accommodation arranged over ground floor shopping streets is often cited as an ideal arrangement for a lifestyle which is not dependant on high levels of mobility.

Not only does a mixed-use scheme provide economic and social benefits to a city but also helps create a vibrant city throughout 24hrs. Increasing natural surveillance, comforting pedestrians.

Social Diversity Shared ownership for affordable homes will be set at 60% of market value. 40% of your market homes for sale should be affordable. Gibraltar is a great example of a socially diverse area where different types of housing are implemented throughout every district, where there is almost 50% percentage of social to private houses.

Social diversity has great economic and s=ocial benefits to business and residents of all ages. Avoids ghetto’s and exclusion of communities.

50% two bedrooms or less

Residential Building Types There must be a mix of different housing dwellings, sizes and tenure, in which 50% must have 2 bedrooms or less.

By integrating a mix of housing types and sizes you are breaking down barriers of social exclusion, and therefore creating a more welcoming and pleasant community. This visual diversity will respond to the scale and function of the surrounding spaces to create a socially inclusive design improving the vitality and vibrancy of a space.

DP 16

200 pph

800 pph

DA 1- A mix scheme leads to a 24hr city which is socially and financially sustainable. The activation on ground floor and above on the residential areas allow the pedestrians to feel safe passing below once shops and offices have closed.

DA2- There area a lot of mixed use developments in both schemes. Fig 195 and 196 are highlighting thie variety of mixed development in the commercial area, as these areas are have the highest percentage of mix use. There is an increased amount of apartment’s, office spaces and retail shops, the heights of these plots have been adapted in both schemes to suit the density of the area. More density in these commercial areas equals to a larger means of economic sustainability for the new public areas. The added residential areas on top of the retail spaces allow for the space to used throughout 24hrs, increasing the natural surveillance of the area.

Figure 194 : typical commercial section

Figure 193

Pg 63.

Figure 197 Figure 196 : typical commercial section

Residential School Offices Commercial

Residential

Church

School

Community Centre / church

Offices Commercial Church Community Centre / church

Figure 195 : mix of uses commercial area

Figure 198 : mix of uses commercial area

Green Roofs and Gardens

200 pph

DP 18

DP 17

800 pph 50% two bedrooms or less

40% Affordable homes

DA2- Within the apartment blocks the flats range from studio-4 with a mix of market homes for sale, affordable homes for sale and rent. Additionally, the housing in the master plan range from 4-2 bedroom houses, once again ranging in affordable and market homes for sale and rent. This range in tenures allows for a socially diverse neighbourhood, producing a much more inclusive community disregarding social segregation. Fig 200 and 202 are showing the range of different tenures available at a neighbourhood scale in both zones, in the 800 pph. scheme there is a higher amount of apartment blocks compared to the scheme that houses 200pph, in order to accommodate for the large increased density.

DA1 - The district should have a total amount of 40% affordable homes. The diagram is showing the different housing types in a neighbourhood scale. Social diversity and inclusion is extremely important . Ranging the house size and prices allows a socially inclusive community.

Figure 199 Figure 201

Residential Apartments ranging from 1- 5 bedrooms Residential Apartments ranging from 1- 5 bedrooms

Semi Detached, Detached and Town houses

Semi Detached, Detached and Town houses

Apartment Blocks on housing areas stays 2 bedroom insutrcture.

Apartment Blocks on housing areas stays 2 bedroom insutrcture.

Figure 200: 200 pph housing breakdown

Pg 64.

Town houses - Terraced

Figure 202: 800 pph housing breakdown

Pg 65.

Masterplan

Master plan District Scale 200pph

Pg 66.

This is the proposed masterplan for 200pph scheme in Vancouver which supports 12,800 people. In this proposal, we have provided the appropriate number of buildings and green areas according to the local planning requirements. In addition, this also includes a farmers market held at the central public space every week. For the 200pph scheme, we have implemented more houses in comparison to that of the 800pph scheme, this is to accomodate for the growing population density present in the 800pph scheme.

Figure 203

Master plan District Scale 800pph

Figure 205

Pg 67.

This is the proposed masterplan for 800pph scheme in Vancouver. In this proposal, we had provided more apartment blocks instead of normal housing to accomodate for high density. As the population density is higher, the amount of green space also needs to be increased. There is a need to provide a greater number of amenities to support this large population of 51,200 people.

Master plan Neighbourhood Scale 200pph and 800pph

Figure 204 : 200 pph

Figure 206 :800 pph

These are the masterplans at a neighbourhood scale for both 200pph and 800pph. In both schemes, the buildings are arranged to achieve the design principal of “front to front, and back to back�. This achieves positive active frontages for every buildings both public and private. Every aparment block has their own shared public space in the middle of each block.This promotes outdoor activities for the residents and allows them to thrive as a community.The normal houses have their own private back garden. Futhermore, there are also roof gardens situated throughout both schemes to increase this feeling of social inclusion.

Pg 68.

Block Comparison - Commercial

Pg 69.

Precedent Studies

Figure 207 : 200 pph commercial block Figure 207.1 : Linked Hybrid / Steven Holl Architects

Figure 207.2 : Linked Hybrid / Steven Holl Architects

Taking design inspiration from the hybrid linked building by Steven Holl Architects, the block design for both schemes contains adapted design characteristics found in this hybrid commercial building structure. Fig 207-208 are commercial blocks found on either scheme. In both there are common similarities, both blocks have a mix of uses such as a range of commercial to residential. The residential areas are mostly found at the top, however roof top gardens/spaces are also designed at different levels, which could be a place for restaurants and bars to also flourish. Similar to the precedent the blocks are connected by links, this is to make the most of the land bettering the economic feasibility of the project.

Figure 208 : 800 pph commercial block

Block Comparison - Residential

Pg 70.

Precedent Studies

Figure 209 : 200 pph residential block

Figure 209.1 : Urban Hybrid Housing Winning Proposal / MVRDV

Figure 209.2 : Tietgen Dormitory / Lundgaard & Tranberg Architects

The two precedents by MVRDV and Lundgaard & Tranberg Architects shown above have been a great influence in the development of the residential blocks found on both schemes Fig 209 and Fig 210. The residential blocks carry a similar organic feel to the design of the architecture as that in the precedent studies, where there is a lot of projected and recessed faces. The apartment blocks found in both schemes are meant to look like small grain individual plots in order to break up the mass block structure especially in the 800 pph scheme where the building is much taller. The plots would have slight different design characteristics to create a much more small grain neighbourhood and interesting street scape. Fig 210 is a merge between four storey town housing and apartment blocks, this is to create a socially diverse and inclusive area.

Figure 210 : 800pph reseidential block

Street Scape

Figure 211 : 200pph commercial street

Fig 211 is an illustration of the main shared space street at 200pph.

The building height is on average 3 or 4 storeys and given the width of the street, overshadowing is not an issue. Shop awnings line the streets on the ground floor level to encourage street spillage on the shared space and increase the vitality of the area.

Pg 71.

Figure 212 : 200pph residential street

Fig 212 is an illustration of a residential street at 200pph. To the left are apartment buildings and house on the right side of the image.

The mixture of building height adds more variation to the street and combats the issue of overshadowing.

Figure 213 : 800pph residential street

Fig 213 is an illustration of the main shared space street at 800pph.

On average building height is 7-10 storeys and street width 18m. Apartment balconies increase surveillance along the street particularly at night which in turn improves the vitality of the area.

Figure 214 : 800pph comercial street

Fig 214 is an illustration of a residential street at 800pph. The average building height is 7-9 storeys high and overlook the green network which runs throughout the area. Thus despite the intensification of space, the green network provides a break from the high rise buildings. Green roofs scattered throughout, also provide a means of reconnecting with nature and outdoor space.

3D Visualisation 200pph Scheme

Figure 215 :

Pg 72.

3D Visualisation 800pph Scheme

Figure 216 :

Pg 73.

Pg 74.

Final Reflections This section will summarise our final reflections of our report. The chapter will refer back to the original brief and question, “How do we safeguard and deliver high levels of environmental quality in the context of increasing intensification of land use?� Finally, some suggestions of what future designers could do will be discussed.

Presentation Reflection

Pg 75.

Skyline full of character

Mixed use development Diversity in building height

Shared space, prioritising pedestrians

Amenities available in each neighbourhood

Block staggering how would this feel?

Each neighbourhood has green space

How will heat build up and air circulation be managed?

Shared space, prioritising pedestrians

Mixed use development

Plethora of roof gardens throughout

No small pocket parks in neighbourhoods

Block staggering how would this feel?

Increased green space fulfilled World Health Organisation’s minimum suggestion of 9 square metres of green space per person

More private green space

How will the inner courtyards become vibrant?

How will the inner courtyards become vibrant?

No small pocket parks in neighbourhoods Amenities available in each neighbourhood

Final Conclusion

Conclusion: The brief stated that due to urban growth, it is imperative to consider ways to successfully intensify urban space, whilst maintaining good environmental quality. Thus the leading question was “How do we safeguard and deliver high levels of environmental quality in the context of increasing intensification of land use?� On reflection, the methodology provided a good framework for fulfilling the brief. Using case studies allowed us to analyse realistic ways that cities have tackled intensification issues. Honing in on our chosen site, Vancouver, also meant that our ideas and conceptual model could become more feasible when applied to an actual test site.

Collating policy data also provided a good way of making our report more accurate. Although, the majority of policy data was retrieved from Canadian Space Standards, some measurements were sought from UK Space Standards. Thus for further investigation, the data should be explored and scrutinised even more to produce greater validity in the future.

At both 200pph and 800pph, all design principles were achieved. In particular we concentrated on connectivity which was achieved by adapting the coarse grid structure of Vancouver into a more finely meshed grid structure, whereby each block was 80m by 60m. This greatly improved the permeability and identity of the place and in turn increased the walkability of the area. All amenities at both 200pph and 800pph were also provided within the proposed 800m walking distance, so all citizens have amenities within a 10 minute walking distance. In sum, the successful implementation of our connectivity objective subsequently allowed our following objectives to be achieved more easily.

Overall, at the neighbourhood scale our masterplan illustrates an area full of mixed use blocks and variety in building height.

Roof gardens are scattered across the site and provide vitality beyond the ground floor level. On the whole, our initial vision of creating a place full of vitality at both 200pph and 800pph has been achieved, given that so many of our design principles were implemented successfully.

Pg 76.

Future Research: Both our models demonstrated how provision of facilities have to be adapted for 200pph and for 800pph. However when producing these models, some issues were not considered given the time scale.

Thus future solutions that designers should consider are; how to integrate smaller pocket parks amongst the larger green spaces, tackle the issue of how heat will build up and management of air circulation, make inner courtyards more vibrant and part of the townscape and finally, determine how the staggered block form will feel at ground level.

Pg 77.

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Image list

Pg 79.

All images and text have been produced by the authors unless otherwise stated.

Fig 4 - Telford, T (2007) Manual for Streets. Thomas Telford publishing. London.

Fig 4.1 – Evans G, Foord J, (2007), Concentration and Diversity of Activities (online).

Available at: http://www.citiesinstitute.org/library/n67591_3.pdf [Accessed 17 February 16].

Fig 4.2 - Couplan A. (1996) Reclaiming the City Mixed Used Development.

Routledge. London.

Case Study - Gibraltar Figure 5: N/A, (n.d.), Gibraltar [ONLINE]. Available at: http://malagacabbie.com/ transfers-from-malaga-airport-to-gibraltar [Accessed 10 February 16] Figure 8: Kjell Jøran Hansen, (2011), Grand Casemates Square, Gibraltar [ONLINE].

Available at:https://www.flickr.com/photos/kjelljoran/5591975423 [Accessed 10 February 16].

Figure 9: Linda Stasikova, (2007), Main Street [ONLINE]. Available at: http://www. main.gruzphoto.eu/ [Accessed 10 February 16].

Case Study – Vancouver Figure 20 ,21- 24: Google earth, (2016), Vancouver [ONLINE]. Available at: https:// earth.google.co.uk/ [Accessed 10 February 16].

Case study – Saconia Figure 34 - 36: Google earth, (2016), Saconia [ONLINE]. Available at: https://earth. google.co.uk/ [Accessed 10 February 16].

Figure 37 : N/A, (2015), Residential block in Saconia [ONLINE]. Available at:http:// www.pisos.com/comprar/estudio-penagrande28035-548692749_501430/ [Accessed 10 February 16].

Figure 38 : N/A, (2016), Parroquia de la Cena del Señor [ONLINE]. Available at: http://www.misas.org/p/parroquia-de-la-cena-del-senor-madrid [Accessed 10 February 16].

Case study – Dhavari Figure 49: Mandeep Singh, (2014), Dharavi [ONLINE]. Available at: http:// singhcircle.com/2014/09/25/indias-dharavi-set-to-become-a-kowloon/ [Accessed 10 February 16].

Figure 50 & 51: google map, (2016), Dharavi [ONLINE]. Available at:https://www. google.co.uk/maps/place/Dharavi,+Mumbai,+Maharashtra,+India/@19.0472656, 72.8560989,15z/data=!4m2!3m1!1s0x3be7c8d72abf2d35:0x5ba0b162df2aa82e[ Accessed 10 February 16].

Figure 52 : Adam Sichta, (n.d.), Widok oryginalny obraz (nowe okno) [ONLINE].

Available at:http://www.doradcapodrozy.pl/travel/pl/india/bombay/gallery_

bombay/photo_31818527-Dharavi+Slums,+Location+of+Slumdog+M illionaire+Filming.html [Accessed 10 February 16].

Figure 53 : Faisal Hussain, (n.d.), Dharavi slums (India) [ONLINE].

Available at:http://www.doradcapodrozy.pl/travel/pl/india/bombay/ gallery_bombay/photo_31818527-Dharavi+Slums,+Location+of+Slu mdog+Millionaire+Filming.html [Accessed 10 February 16].

Case study – Shubra Figure 64: Wikimedia, (2007), Shubra [ONLINE]. Available at:https:// commons.wikimedia.org/wiki/File:Slum_in_Cairo.jpg [Accessed 10 February 16].

Figure 65 & 66: Google, (2016), Shubra [ONLINE]. Available at:https:// www.google.co.uk/maps/place/Shobra,+Cairo+Governorate,+Egyp t/data=!4m2!3m1!1s0x1458406385434489:0x8f5991a6319a75cd?sa =X&ved=0ahUKEwiHiISHs6_LAhUKVhoKHaHlBL0Q8gEIgwEwEQ [Accessed 10 February 16].

Figure 67: cairo caprices, (2012), Microbus [ONLINE]. Available at:https:// cairocaprices.wordpress.com/2012/10/13/microbus-adventures/ [Accessed 10 February 16].

Figure 68: By-EG, (2009), Gasping for fresh air [ONLINE]. Available at: http://www.copts-united.com/English/Details.php?I=46&A=390 [Accessed 10 February 16].

Case study – Indre by District Figure 79 : Henrik Bjerregaard Pedersen, (2006), Indre by set fra oven [ONLINE]. Available at:http://www.panoramio.com/photo/164427 [Accessed 10 February 16].

Figure 80 & 81 : Google earth, (2016), Indre By [ONLINE]. Available at: https://earth.google.co.uk/ [Accessed 10 February 16].

Figure 82 : Vicky Ward Riley, (n.d.), Copenhagen City Hall [ONLINE].

Available at:http://www.visitdenmark.com/denmark/copenhagen-cityhall-tours [Accessed 10 February 16].

Figure 83 : Google earth, (2016), Indre By [ONLINE]. Available at: https:// earth.google.co.uk/ [Accessed 10 February 16].

Figure 97-100: Google earth, (2016), Vancouver [ONLINE]. Available at: https://earth.google.co.uk/ [Accessed 10 February 16].

Figure 151: City of North Vancouver, (2014), Separated bikes lanes [ONLINE]. Available at:http://www.cnv.org/City-Services/Streets-andTransportation/Cycling/AAA-Bicycle-Network [Accessed 10 February 16].

Fig 207.1 - Iwan Baan, Shu He, SHA, (2009), Linked Hybrid / Steven Holl Architects (online). Available at: http://www.archdaily.com/34302/linked-hybrid-steven-holl-architects [Accessed 29 February 16].

Fig 207.2 - Iwan Baan, Shu He, SHA, (2009), Linked Hybrid / Steven Holl Architects (online). Available at: http://www.archdaily.com/34302/linked-hybrid-steven-holl-architects [Accessed 29 February 16].

Fig 209: Furuto A, (2013), Urban Hybrid Housing Winning Proposal / MVRDV (online) Available at: http://www.archdaily.com/401711/urban-hybrid-housing-winningproposal-mvrdv [Accessed 29 February 16].

Fig 209.2: Lindhe J.M, (2014), Tietgen Dormitory / Lundgaard & Tranberg Architects (online). Available at: http://www.archdaily.com/474237/tietgen-dormitory-lundgaardand-tranberg-architects [Accessed 29 February 16].