Group 05 Urban Design Presentation

GROUP V URBAN DESIGN ASSIGNMENT PRESENTATION
CONTRIBUTORS
TABLE OF
CONTENTS
1 . City for people.
. Image of the city.

2
. Urban Design: Method &Technique.
3
. Street as public spaces for urban prosperity.
4
City-Wide Public Space Strategies: A
5 .
Compendium of Inspiring Practices.
12/16/2021 Group v urban design presentation 2

THEMATIC THREAD
THREAD
The Book Cities for People by Jan Gehl a Danish architect and urban design consultant based in Copenhagen who has focused on improving the
quality of urban life by re-orienting city design towards the pedestrian and cyclist, has guided the entire presentation. The main theme that is
widely discussed and advocated in the book is designing cities and streets intentionally for people; pedestrianism.-this includes the pedestrians,the
cyclists and the transit system. The main aim being to enhance the peoples’ experience within an urban context.The other four books have been
analyzed based on the themes most widely discussed in the book, Cities for people.
CONCEPTS/THEMES FROM THE CITIES FOR PEOPLE BOOK

01 CITIES FOR PEOPLE.
1. The human dimension.
2.Senses and scale.
3. The lively, safe, sustainable and healthy city.
4.The city at eye level.
5. Life, space, buildings-in that order.
6. Developing cities.
The Human Dimension -Stephanie
 The human dimension has been overlooked, neglected and phased out for
a long time.
 It has been haphazardly addressed urban planning topic, while many
other issues, such as accommodating car traffic, are more strongly into
focus
 Dominant planning ideologies such as modernism in have specifically
put a low priority on public space, pedestrianism and the role of city
space as a meeting place for urban dwellers.
 Market forces and related architectural trends have shifted focus from the
interrelations and common spaces of the city to individual buildings,
which in the process have become more isolated, introverted and
dismissive.

 Cities must urge urban planners and architects to reinforce

pedestrianism as an integrated city policy to develop lively,safe,
sustainable and healthy cities.
 All four key objectives; lively cities, safety, sustainability, and health
can be strengthened by increasing the concern for pedestrians,
cyclists and city life in general.
 The potential for a lively city is strengthened when more people are
invited to walk, bike and stay in city space.
 The potential for a safe city is strengthened generally when more
people move about and stay in city space.
 A city that invites people to walk must by definition have a
reasonably cohesive structure that offers short walking distances,
attractive public spaces and a variation of urban functions.
 These elements increase activity and the feeling of security in and
around city spaces. There are more eyes along the street and a
greater incentive to follow the events going on in the city from
surrounding housing and buildings.

 The sustainable city is strengthened generally if a large part of the

transport system can take place as “green mobility,” that is travel by
foot, bike or public transport.
 These forms of transport benefits the economy and the environment
through reduced resource consumption, limited emissions and
decreased noise levels.
 The attractiveness of public transport systems is enhanced if users
feel safe and comfortable walking or cycling to and from buses,
light rail and trains.
 A healthy city is strengthened if walking or biking can be a natural
part of the pattern of daily activities.There is a rapid growth in
The Embarcadero Freeway in San Francisco was closed after the 1989 earthquake. People quickly adapted
public health problems because a large population live a sedentary their traffic behavior and found other routes. Today it is a friendly boulevard with trees, trolley cars and
lifestyle, with cars providing door-to-door transport. good conditions for city life and bicyclists.
In 2002 London
 Increased concern for the human dimension of city planning reflects introduced road
a distinct and strong demand for better urban quality. congestion
pricing, which
meant that
 There are direct connections between improvements for people in motorists have to
city space and visions for achieving lively, safe, sustainable and pay to drive into
the designated
healthy cities. part of the inner
city. .
12/16/2021 Group v .urban design presentation 7

A Question of invitation.
 History of cities indicate that urban structures and planning
influence human behavior and the ways in which cities operate.
 The Roman Empire had its colony towns with their fixed and
regimented layout of main streets, forums, public buildings and
barracks, this reinforced their military role.
 The compact structure of medieval cities with short walking
distances, squares and marketplaces supported their function as
centers of trade and craftsmanship.
 The connection between invitations and behavior is limited for
cities in the 20th century. In the efforts to cope with the rising tide
of car traffic, all available city space was simply filled with moving
and parked vehicles.
 Every city gets as much traffic as space would allow. In every case,
attempts to relieve traffic pressure was by building more roads and
parking garages have generated more traffic and more congestion.
 We can always find new ways to increase our car use, building
extra roads is a direct invitation to buy and drive more cars.
The development of a distinct bicycle culture
 More roads mean more traffic. is a significant result of many years of work to
invite people to bicycle in Copenhagen.
Bicycling has become an important part of the
daily activity pattern for all groups of society.
More than 50% of Copenhageners bicycle
12/16/2021 Group v urban design presentation every day. 8
Better conditions for cyclists-more cyclists.

 The City of Copenhagen has been restructuring its street network for
several decades, removing driving lanes and parking places in a
deliberate process to create better and safer conditions for bicycle
traffic.
 The entire city is now served by an effective and convenient system
of bike paths, separated by curbs from sidewalks and driving lanes.
City intersections have bicycle crossings painted in blue and,
together with special traffic lights for bicycles that turn green six
seconds before cars are allowed to move forward, make it
considerably safer to cycle around the city.
 A a whole-hearted invitation has been extended to cyclists, and the
results are reflected clearly in patterns of use.
 As conditions for bicyclists improve, bicycling in the city has
become a culture .Children and seniors, business people and
students, parents with young children, mayors and royalty ride
bicycles.
 It is the way to get around. It is faster and cheaper than other
transport options and also good for the environment and personal
health.

Better city space, more city life.

 There is a direct connection between invitations and patterns of use can be
seen through pedestrian traffic and city life.
The extent of staying activities in
Copenhagen has increased
 Many old cities were established as pedestrian cities,such as Venice. It is since Strøget was made a
one of the few cities in the world that is still a pedestrian city because its pedestrian-priority street in 1992.
narrow streets and many canal bridges have prevented cars from gaining
access.
 Venice has a dense city structure, short walking distances, beautiful
courses of space, high degree of mixed use, active ground floors,
distinguished architecture and carefully designed details-all on a human
scale.
 Venice offers a whole-hearted invitation to walk therefore better space for
city life-more city life.
Federation Square is one of
 Copenhagen’s traditional main street, Strøget, was converted into a Melbourne’s new well-functioning
pedestrian promenade already in 1962. The number of pedestrians rose city spaces, and many of the city’s
35% in the first year alone. It was more comfortable to walk and there was neglected lanes and arcades have
been incorporated as staying
space for more people. space to invite city dwellers.
 Since then, more streets have been converted for pedestrian traffic and city
life, and one by one the parking places in the city center have been turned
into squares that accommodate public life.

• If better city space is provided, use will increase.

• This is apparent in large city public spaces, and individual city spaces and all the
way down to the single bench or chair.
• Whether people are enticed to walk around and stay in city space is dependent on
response to the human dimension and issuing a tempting invitation.
The river running through Denmark’s
second-largest city, Århus, had been
covered and used as a major thoroughfare
before being reopened in 1998. Since
reopening, the recreational pedestrian area
along Århus River has been the most
popular space in
the city. Real estate prices along the river
are also among the highest in the city.
Every summer the motorway along

the Seine River in Paris is closed and
converted to ”Paris Plage,” which is
quickly stormed by thousands of People
who have been waiting all winter
Simple changes such as improvements in bench seating in the harbor of Aker
for this very invitation.
Brygge in Oslo can significantly change the patterns of use. In 1998 the old
benches were replaced by new ones that more than doubled the area’s seating
capacity. The number of people who sit in the area correspondingly doubled in
response to the new options.

The city as meeting place.

 “life between buildings” as a concept includes all of the very
different activities people engage in when they use a common city
space: purposeful walks from place to place, promenades, short
stops, longer stays, window shopping, conversations and meetings,
exercise, dancing, recreation,street trade, children’s play, begging
and street entertainment.
 Walking is the beginning, the starting point. All of life’s events
large and small develop when we walk among other people. Life in
all its diversity unfolds before us when we are on foot.
 In lively, safe, sustainable and healthy cities, the prerequisite for
city life is good walking opportunities.
 The wider perspective is that a multitude of valuable social and
recreational opportunities naturally emerge when you you walk.
 In cities there is so much more to walking than simply just walking
There is direct contact between people and the surrounding
community, fresh air, time outdoors, the free pleasures of life,
experiences and information.

Multifaceted city life.

 A common characteristic of life in city space is the versatility and
complexity of the activities, with much overlapping between purposeful
walking, stopping, resting, staying and conversing.
 Unpredictability and spontaneous actions are part of what makes moving and
staying in city space such a special attraction.
 The purposeful necessary activities, that is, activities that people generally
have to undertake: going to work or school, waiting forth bus, bringing
goods to customers. These activities take place under all conditions.
 The largely recreational, optional activities like: walking down the
promenade, standing up to get a good look at the city, sitting down to enjoy
the view or the good weather.The great majority of the most attractive and
popular city activities belong to this group.
 The physical quality of city space is another factor.Planning and design can
be used to influence the extent and character of outdoor activities.
 Invitations to do something outdoors other than just walking should include
protection, security, reasonable space, furniture and visual quality.
 These creates great opportunities for people not only to walk but to Graphic representation of the connection between outdoor quality and outdoor activities. An increase in outdoor quality gives a
participate in versatile and varied city life. boost to optional activities in particular. The increase in activity level then invites a substantial increase in social activities.

 See and hear activities are the largest category of social contact as
as these passive see and hear contacts provide the background and
springboard for the other forms of contact.
 This is also the form of contact that can most directly be influenced
by urban planning. Invitations largely determine whether city
spaces have the life that gives people the opportunity to meet.
 By watching, listening and experiencing others, we gather
information about people and the society around us.
 The statement that “man is man’s greatest joy” which describes
human delight and interest in other people.
 Opportunities to be there in person, face-to-face meetings and the
surprising and unpredictable character of experiences are qualities
tied to city space as meeting place.

Senses and Scale -Stephanie
 The human senses and mobility is the natural starting point of

designing cities for people as it provides the biological basis for
activities, behavior and communication in a city space.
 Over the years man has evolved to move slowly and on foot, and
the human body is linear in orientation.Homo sapiens are a linear,
frontal, horizontally oriented upright mammal.
 While our feet can walk or run forward with ease, they move
Our sense of sight has developed
backwards or sideways with great difficulty. to enable us to walk on a
horizontal plane. We do not see
 Our senses have also developed to allow slow, forward movement much above us and only slightly
on largely horizontal surfaces. more when we look down in
order to avoid obstacles in
 We can see clearly ahead, peripherally to the sides, downward to our path. We typically bow our
heads 10 degrees while we
some extent and much less upwards. are walking.
 Paths, streets and boulevards are all spaces for linear movement
designed on the basis of the human locomotor system.
 Our client in urban design, is a pedestrian with all his/her attributes,
potential and limitations.
 Working with the human scale means providing good city spaces
for pedestrians that take into account the possibilities and
limitations dictated by the human body.
Low buildings are in keeping with the human horizontal

12/16/2021 Group v urban design presentation sensory apparatus,but high buildings are not (Bo01 and 15
Turning Torso, Malmø, Sweden).
 Contact between building and street is possible from the lowest five
floors. Contact with the city quickly diminishes above the fifth floor,
with the contact interface changing to general views, clouds and
airplanes.
 Our horizontal sensory apparatus is the key to how we experience space,
-how much of buildings pedestrians experience when walking along
streets.
 Events that take place in urban space at the doors and windows on
ground floors can be seen at a distance of up to 100 meters.
 This means that when we are walking along building façades, only the
ground floors can offer us interest and intensity.
 If ground floor façades are rich in variation and detail, our city walks
will be equally rich in experience.
 The higher up, the more difficult it is to see. We have to move further
and further back to look up, distances become greater, and what we see
and experience diminishes.

 Communication from buildings to their surroundings is excellent from

the two lower stories and feasible from the third, fourth and fifth floors.
 From there we can watch and follow the life of the city; talking,
shouting and arm movements can be perceived. We are taking part in
the life of the city.
 Above five stories details cannot be seen, people on the ground can
neither be recognized nor contacted.
 Our sensory apparatus are adapted to walking. When we walk at our

usual speed of four to five km/h, we have time to see what is happening
in front of us and where to place our feet on the path ahead.
 If we meet other people, we can see them from a distance of 100
meters. It takes between 60 and 70 seconds before we actually meet
face to face.
 When running at 10 -12 km/h , we can still perceive and process
sensory impressions and thus gain an acceptable level of control, the
running experience largely corresponds to cycling at an ordinary speed
of 15- 20 km/h
 As cyclists we are also in good sensory contact with our surroundings
and other people.
 In old cities where traffic was based on walking pace, space and
buildings were designed on a five km/h scale.
 Pedestrians do not take up much space and can easily maneuver in a
narrow setting. They therefore have time and leisure to study the details
of buildings up close.
 Five km/h architecture is based on sensory impressions; spaces are
small, buildings are close together and the combination of detail, faces
and activities contributes to the rich and intense sensory experience.
 Driving in a car at 50, 80 or 100 km/h, we tend to miss out on the
opportunity to grasp detail and see people. At such high speeds spaces
need to be large and readily manageable, and all signals have to be
simplified and magnified so that drivers and passengers can take in the
information at a glance. Venice is a 5 km/h city with small spaces, elegant signals, fine details and many people
 The 60 km/h scale has large spaces and wide roads. Buildings are seen
at a distance, and only generalities are perceived. Details and
multifaceted sensory experiences disappear.
 From the perspective of a pedestrian, all signs and other information
are grotesquely magnified.
 Taking a walk in 60 km/h architecture is a poor sensory experience:
uninteresting and tiring.
The 5 km/h scale has small spaces, small signals, many details and people close by
The 60 km/h (37 mph) scale has

large spaces, large signals and no
details. At that speed it is not
possible to see details — or
people.
Dubai is primarily a 100 km/h (62 mph) city: large spaces, large signals, large buildings and high noise level

Senses and Scale. -Stephanie
Senses and communication
large distances: many impressions,short distances: strong
impressions
 We gather large volumes of information over great distances, while we take in
few but very intense and emotionally significant sensory impressions over
short distances.
Personal distance
 Different forms of communication take place at different distances, and Intimate distance
distances vary constantly depending on the subject and nature of the contact.
 Intimate distance- 0 to 45 cm- the distance at which strong emotions can be
exchanged. The distance of love, tenderness and consolation, communicating
anger and rage. At this distance the senses most closely tied to our
feelings,smell and touch, are in play.
 Personal distance -45 cm to 1.20 m- is the contact distance between close
friends and family members. Conversations on important topics take place here.
Illustrated by a family gathered around a dining table.
 Social distance-1.20 to 3.70 m- describes the distances at which conversations
about work, vacation memories and other types of ordinary information can be Public distance
exchanged.Eg. A living room suite around a coffee table.
 Public distance -more than 3.70 m- describes the distance of more formal
contact and one-way communication. This is the distance between teacher and
pupil, pastor and congregation etc.
12/16/2021 Group v urban design presentation Social distance 20
 Warm, intense contacts between people take place at

short distances.
 Small spaces and short distances convey a
corresponding experience of warm, eventful, intense
city environments.
 In narrow streets and small spaces, we can see buildings,
details and the people around us at close range.
 There is much to take in, buildings and activities, and
we experience them with great intensity.
 We perceive the scene as warm, personal and
welcoming.
 This is in contrast to the experience in cities and urban
complexes where distances, urban space and buildings
are huge, built-up areas are sprawled out, details are
lacking and there are no or few people.
 This type of urban situation is often perceived as
impersonal, formal and cold.

.
 Traditional cities grew on the basis of everyday activities
overtime. Travel was on foot, and construction was based on
generations of experience. The result was cities on a scale
adapted to the senses and potential of human beings.
 The introduction of cars and car traffic has been creating
confusion about scale and dimensions in cities. Cars fill a lot of
space all on their own.
 Cars take up a lot of room when driving and a lot of room when
parked. A parking lot for only 20 or 30 cars fills the same amount
of space as a good little city square.
 And when speed in urban areas is increased from five to 60 or A small car looms large in a medieval city and the school bus fills the entire street.
100 km/h all spatial dimensions increase dramatically, and
images and visions for likely city scapes follow.
 Sense of proportion and scale has gradually become more and
more car oriented.
 The ability to work with the relationship between human scale
and car scale as two distinct disciplines is seldom demonstrated,
because the car problem has greatly confused the understanding
of scale.
 The development of car traffic and building technology, planning
ideologies have also followed suit by introducing huge
distances,tall buildings and fast architecture.
Buildings and city spaces grow increasingly larger but the people
12/16/2021 Group v urban design presentationwho are expected to use them are as always — small 22
.
 The modernist rejection of streets and the traditional city in
the 1920s and 1930s and the introduction of functionalist
ideals of hygienic, well-lit dwellings resulted in visions of
the widespread tall city between freeways.
 Walking, cycling and meeting others in shared urban
spaces were not part of these visions, which has had an
immense impact on new urban development all over the
world.
 Developments in society, economy and building
technology have gradually resulted in urban areas and
stand-alone buildings on an unprecedented scale.
 The principles of good human scale must be a natural part
of the urban fabric in order to invite people to walk and
cycle.
 For many reasons, in future we will have to build many
large complexes and buildings with large dimensions and
many stories.
 But neglecting the human scale is never an option.
 The human body, senses and mobility are the key to good
urban planning for people.
 The challenge is to build splendid cities at eye height with
tall buildings rising above the beautiful lower stories.

.
• Defining different experiences, smaller scales, in harmony with the human scale
produce communication, warmth, closeness, and even contact in an urban
environment.
• Influencing our senses of being in the space, it is easier for us to be around low-rise
buildings. “The experience of comfort and wellbeing in cities is closely tied to how
city structure and city space harmonize with the human body, human senses, and
corresponding space dimensions and scale”.
• Our experience is largely determined by the scale of everything that surrounds us.
Whether we feel like lingering in a space, moving around, or taking off, our
behavior is directly related to the spatial proportions of our context. The more
natural and unforced the experience is, the more we want to stay in the
environment.
• Building low-rises only is also not an optimal solution especially when cities are
facing challenges like urban sprawl and housing crisis related to the growing
population.
• Cities need high building density, but neglecting the human scale is never an option.
• For that, modern urban planning praises a combination of inviting city space,
modest dimensions, and a clear hierarchy in the built environment. In order not to
shatter the human scale, “the principle should be to build cities that are attractive
and cohesive at eye level and put larger buildings on top”, according to Jan Gehl.
• An ideal situation would involve therefore different scales. As most of our cities are
largely built and the big bulk of large scale projects are already in place, the only
way to have an impact and fix what has already been done, is through i
Saint Marks Basilica, Venice..

.
Strøget Street, Copenhagen, Denmark. Casabruno Quadros, Barcelona.

12/16/2021 Hong Kong, China Group v urban design presentation 26

Application of concepts/lessons to the Nairobi River Rejuvenation project. -Stephanie
 Design for people. The streets should be complete streets to accommodate the pedestrians and
cyclist and designed safely and attractively to invite them.
 Maximization of the ground floor with street frontage with a variety activities that will enliven
the space and invite people to stay and engage in activities.
 Incorporate elements that will strongly entice people to walk around and stay in city space by
corresponding to the human dimension.
 Design a 5 km/h architecture/slow architecture which is based on sensory experience; small

spaces, the combination of detail, faces and activities to create a rich and intense sensory
experience.
 Creation of small spaces and short distances to convey a corresponding experience of warm,
eventful, and enhance interactions therefore better city life with creates more city life. (public
squares, public seating areas,distances between shops).
 Design in consideration of the human scale. Major building functions should be placed at eye
height with tall buildings rising above the lower stories.Have canopies at shop fronts to invite.
The elevation should;d have proportions at a human scale.
 Having outdoor activities along the Nairobi river to rejuvenate the corridor.
Scale shift at the Singapore River.The old four-to-five story

12/16/2021 buildings meet the new skyscrapers., almost all ofthe outdoor Group v urban design presentation 27
activities by the river take place in front of the low building.
The lively, safe, sustainable and healthy city. -Alex
12/16/2021 28
 -When planners aim for more than just ensuring that people can walk and bike in cities, focus expands from merely
providing sufficient space for movement to the much more important challenge of enabling people to have direct contact
with the society around them. In turn this means that public space must be alive, with many different groups of people
using it.
 -The lively city sends friendly and welcoming signals with the promise of social interaction. The
presence of other people in itself signals which places are worthwhile
 As a relative concept
 -Liveliness in the city is not limited to quantity. The lively city is a relative concept. A few people in a
narrow village street can easily present a lively, beckoning picture. It is not numbers, crowds and city size
that matter but the sense that city space is inviting and popular that creates a meaningful place
 -The lively city also needs varied and complex city life; where recreational and social activities are
mixed with room for necessary pedestrian traffic as well as the opportunity to participate in urban life.
 As a self-reinforcing process
 -Life in the city is a self-reinforcing process. Something happens because something happens because something
happens.Inviting cities must have carefully designed public space to support the processes that reinforce city life.
 One important prerequisite is that city life is a potentially self-reinforcing process.
People are spontaneously inspired and attracted by activity and the presence of other people.
Concentrating or spreading ---people and events
 -Planning for events and parties has familiarized us with the principles of concentrating activities in order to
kick start good processes. If we are expecting a limited number of guests, we need to concentrate them in a few
rooms on the same floor. If things get a bit crowded, well, that is usually not a big problem — quite the
contrary. If we try to spread this same event over many large rooms and perhaps even over several floors, it
will almost inevitably fail to be memorable.

Short logical routes, small spaces and a clear city space hierarchy
-These are the exact qualities that can be used to advantage in modern urban planning.Key words for encouraging life
in the city are: compact, direct and logical routes; modest space dimensions; and a clear hierarchy where decisions have
been made about which spaces are the most important.
-The whole city built around a simple network that provides the shortest routes and few but important spaces.
When important spaces are few and routes logically follow the obvious desirable lines for walking, more effort
can be put into the quality of the individual space.
-Shops, restaurants, monuments and public functions can be logically placed where people are likely to be
passing by. Walking distances seem shorter that way and the trip more of an experience. You get the
opportunity to combine the useful with the pleasurable — and all by foot.
Dense city, lively city
-A lively city needs is a combination of good inviting city space and a certain critical mass of people who want to
use it. New urban areas are often dense and fully developed, but their city spaces are too numerous, too big and too
impoverished to inspire anyone to venture into them.
-In fact, we often see that poorly planned high density actually obstructs the establishment of good city space, thus
quenching life in the city
Reasonable density ----and good quality city space
-Reasonable density and good quality city space are almost always preferable to areas with higher density, which often
specifically inhibits the creation of attractive city space.
-In contrast, Greenwich Village and Soho in New York City are less dense than Manhattan in general but still relatively
high in density. The buildings are lower so the sun reaches into the tree-lined streets — and there is life. Building by
building, having fewer floors and more attractive city space in these parts of New York City provides considerably more
life than the high-density, high-rise areas where many more people live and work.
-Erecting tall buildings to create very high density and poor public space is not a useful recipe for lively cities
Have: high density — wanted: better density
 -Lively cities require compact city structure, reasonable population density, acceptable
walking and biking distances and good quality city space. Density,which represents
quantity, must be combined with quality in the form of good city space.
 -There are many ways of applying an intelligent architectural approach to relatively high building density without
making buildings too tall, streets too dark, and without constructing psychological barriers that discourage residents from
making the “journey” from inside to outside.
How many and how long: quantity and quality
Life in the city — a question of numbers and time
-The number of users, the quantity, is one factor, but another equally significant factor for life in the city is the
amount of time users spend in public city space. Life in city space as we experience it when moving about the city
is a matter of how much there is to see and experience within the social visual field of about 100 meters (Slower
traffic means lively cities
-One important argument in discussions about reorganizing traffic and traffic principles for streets is that there is
more life in urban neighborhoods when people move slowly. The goal of creating cities where more people are
invited to walk and bike will bring more life to the streets and a greater wealth of experience because fast traffic
will be converted into slower traffic.
-Venice has a remarkably high level of activity although the population has been reduced dramatically. The
explanation is that all traffic is on foot, everyone walks slowly and there are many spontaneous stays.
More people — or more minutes
-In a given situation life in the city can be influenced quantitatively by inviting more people to come or
qualitatively by inviting them to stay longer and slowing down traffic. It is almost always simpler and more
effective to increase quality and thus the desire to spend time than to increase the number of visitors to the
space.
-Working with time and quality rather than numbers and quantity also generallyGroup
improves city quality
v urban designforpresentation
the 31
benefit of everyone every day of the year
The edge — where building and city meet
Soft edges — lively cities
-The treatment of the city’s edges, particularly the lower floors of buildings, has a decisive
influence on life in city space. This is the zone you walk along when you’re in town, and these
are the frontages you see and experience close up and therefore intensely. This is where you enter
and leave buildings, where indoor and outdoor life can interact. This is where city meets
building.
Edges that define space
-The edges of a city limit the visual field and define individual space. Edges make a vital
contribution to spatial experience and to the awareness of individual space as a place. The city’s
edges offer a feeling of organization, comfort and security
Edges as exchange zone
-The edges provide the opportunity for life in the buildings or immediately in front of the buildings to interact with life
in the city.
This is the zone where activities inside the buildings can move out into the common space of the city.
Edges as staying zone
-The edge zone also offers some of the city’s prime opportunities for sitting and standing. The local climate is best here,
our backs are protected, and our frontal sensory apparatus can comfortably master the situation. We have a full view of
everything going on in the space and are in no danger of unpleasant surprises from behind. The edge is a really good place
to be in a city
-When the edge also has umbrellas and awnings, we can have an overview yet still be hidden
in the shade.
Narrow units — many doors
-All over the world the same rhythms are found in attractive shopping streets: 15 to 20 shops per
100 meter/328 feet of street means new experiences for pedestrians every four to five second.
The principle of many narrow units and many doors along commercial streets provides the best
Group v urban design presentation 32
opportunities for buyers and sellers to interact, and the numerous doors provide many exchange
points between inside and out.
City edges as experience zone
-As pedestrians, we experience ground floors closely and intensely. We intensely appreciate all the details of the façades
and display windows. We experience close-up the rhythms of the façade, the materials, colors and people in or near the
buildings and they largely determine whether our walk is interesting and eventful. For city planners there is need of
ensuring active and interesting ground floors along important walking routes.
vertical relief in the façades

-It is important to ensure that the ground-floor façades have vertical façade articulation. This ploy makes walking
distances seem shorter and more interesting. In contrast, façades designed with long horizontal lines make distances
seem longer and more tiring.
soft edges — and hard
Transparency
-Walking in the city is enhanced for pedestrians if they can see goods on display and what is going on inside buildings.
And that works both ways.
Appeal to Many Senses
-All our senses are activated when we are close to buildings that provide interesting impressions and opportunities.
In contrast, eight posters do not inspire.
Texture and Details
-City buildings hold attractions for pedestrians walking slowly. Appealing ground floors offer texture, good
materials and a wealth of details
Closed ground-floor façades — lifeless cities
-Long closed walls, few doors, sterile glass sections that signal “move on” have propagated in cities, giving
pedestrians numerous good reasons to give up and go home.

Lively cities need an active ground-floor policy
-Mapping the attractiveness of ground floors can pinpoint problem areas in the city and be used to assess the situation in the city’s most important streets. With this
information as a platform, city planners can draw up an active, targeted ground-floor policy to ensure the attractiveness of the ground floors in new developments
and address and gradually correct problems in the existing building mass, particularly along the most important pedestrian routes in the city.
Soft edges — in residential areas
-The edge — where building and city meet — is also vital to the quality of housing and the vitality of the surrounding urban area. The edge zone is the most active
outdoor area in a residential area. Here are front doors — the exchange zone between the private and public spheres and this is where the activities from the residential
areas move out to the terrace or front
garden, in good contact with public space. The edge zone is also the one pedestrians see and experience when they walk
through the area. However, many new residential areas have allowed parking places and garages to usurp edge zones.
Soft edges— in new residential areas
-A study of activity patterns in new residential areas conducted in Copenhagen in 2005 shows how balconies, front yards and other types of outdoor area are used in
a contemporary urban context. The studies illustrate a general tendency for outdoor activities to shift from public to more private space. The study shows that the
semiprivate outdoor space immediately in front of ground-floor level residences continues to play a remarkable role for the overall level of life in residential areas.
Soft edges — in various cultural contexts
-Usage patterns and housing cultures change over time in step with changes in lifestyle, buying power and demography. A well-rounded discussion about the
function of soft edges in a residential context must then include cultural and socioeconomic dimensions. The easier and more inviting it is to use city space or the
edge of city space, the more lively it will be.
Lively city — process, time, numbers and invitation
-City vitality and tranquility are both desirable and valuable urban qualities. Peace and quiet are highly valued qualities in the lively active city. It takes careful and
concentrated effort to ensure a combination of lively and quiet places in the city.
THE SAFE CITY

 -Feeling safe is crucial if we hope to have people embrace city space. In general, life and people
themselves make the city more inviting and safe in terms of both experienced and perceived security.
Safety and traffic
 In the more than 50 years since cars seriously invaded cities, both car traffic and the accident rate have
increased apace. Fear of traffic accidents has risen even more sharply, with a dramatic impact on pedestrians
and bicyclists and their enjoyment as they move about the city. As more cars have filled the streets, politicians
and traffic planners have become increasingly focused on making room for even more car traffic and parking.
 Conditions for pedestrians and cyclists have deteriorated as a result. Narrow sidewalks have gradually
become filled with traffic signs, parking meters, bollards, street lamps and other obstacles placed there
so as “not to be in the way.” As a consequence, walking has become more difficult and far less
attractive.
Modern traffic planning ensures better balance between types of traffic
People must be able to move comfortably and safely in cities on foot or by bicycle.
Pedestrians must have priority in mixed traffic
.Mixed–traffic solutions must prioritize either pedestrians or provide appropriate traffic segregation.
Pragmatic, flexible and considerate traffic planning
-From project to project, planners must consider which types of streets and degree of traffic integration would be a good solution. .
Venice principle
-For centuries traffic in Venice has functioned on the principle that the transition from rapid to slow traffic
does not
take place at the front door but at the city limit. In Venice it is easy to surmise that “there is only one thing
better than slow cars — and that is no cars.”
 Safety and security
Safe city — open city
 -Being able to walk safely in city space is a prerequisite for creating inviting well-
functioning cities for people. Experienced as well as perceived safety is crucial for life in the
city.
 -The general focus is maintaining and supporting the vision of an open society in which people from all
socioeconomic groups can move about side by side in the common room of the city as they go about their
daily business.
Safety and society
 Social and economic inequality is the backdrop for high crime rates and the fully or semiprivate attempts to
protect property and private life. Barbed wire and iron bars fortify houses, security patrols cruise residential areas,
security guards stand in front of shops and banks, signs threaten “armed response” outside houses in exclusive
quarters, gated communities abound: all of these are examples of people’s attempts to protect themselves
against invasion and trespass of private property.
 Simple individual urban crime-prevention solutions are not of much help, where the invasive sense of insecurity is often
deeply rooted in social conditions. Other parts of the world do have cities and societies in which cultural tradition, family
networks and social structure keep crime low despite economic inequalities.
Life in buildings means safer streets
 The light from buildings along city streets can make a significant contribution to the feeling
of security when darkness falls
Life in the city means safer cities — and safe cities provide more life
 If we reinforce city life so that more people walk and spend time in common spaces, in
almost every situation both real and perceived safety will increase. .
Ordinary concern means safer cities

 Life in the street and on the street, mixed functions along the street and friendly edge zones are key qualities for good cities
also in terms of safety and protection. It is important to remember that almost any enticement to invite people to walk,
bicycle and stay in city space will also contributes to a greater sense of security.
Clear structures mean safer cities
 -Another contribution to our sense of security is a good city layout that makes it is easy for us to find our way around. . It is important is that the
individual links in the network have clear visual characteristics, that space has a distinctive character and that important streets can be distinguished
from less important ones. Signs and directions and good lighting at night are crucial elements of the relationship between city structure, sense of
locality and feeling of security when walking in the city
Clear-cut territories mean safer cities
 -Just as close contact necessitates precisely defined territories, a clear articulation of private and public territories on the larger arena is an important
prerequisite for social opportunities and a sense of security. Cities have quarters, neighborhoods, housing complexes and single dwellings. Coupled
with well-known designations and signals, these structures in themselves help reinforce a sense of affiliation within the larger entity and security for
the individual group, household or person.
Soft transitions between private and public space
 -Changes in pavement, landscaping, furniture, hedges, gates and canopies can mark where public space ends and
fully or semiprivate transition zones begin. Height differences, steps and staircases can also mark the transition zone,
providing critical prerequisite for the important function of soft edges as the link between inside and out, between private and public
Only when territories are clearly marked can the private sphere afford the degree of protection that people need to make contact with others
and contribute to life in the city.

THE SUSTAINABLE CITY

Climate, resources and green city planning
-There is growing interest in planning sustainable cities, and for good reason. The depletion of fossil fuels, escalating pollution, carbon emissions and the resulting
threat to the climate are strong incentives for trying to increase sustainability in cities around the world.
-The concept of sustainability as it applies to cities is broad, with the energy consumption and emissions of buildings being only one concern. Other key sectors are
industrial production, energy supply, and water, waste and transport management. Transport is a particularly important item on the green accounting sheet because it is
responsible for massive energy consumption and the resulting heavy pollution and carbon emissions
-Giving higher priority to pedestrian and bicycle traffic would change the profile of the transport sector and be a significant element in overall sustainable policies.
A walking and bicycling city
-Pedestrian and bicycle traffic use fewer resources and affect the environment less than any other form of transport. Users supply the energy, and this form of
transport is cheap, near-silent and nonpolluting. In other words, biking will take you three times further than walking using the same amount of energy.
Pedestrian and bicycle traffic takes less space

-Pedestrians make very modest demands: two sidewalks 3.5 meters (11.5 feet) wide, or a pedestrian street seven meters (23 feet) wide can handle 20,000 people per
hour. Two bike paths two meters (six feet) wide are sufficient for 10,000 bikers per hour. A two-lane, two-way street can take between 1,000 and 2,000 cars per
hour (peak load).
-Pedestrian and bicycle traffic saves space and makes a positive contribution to green accounts by reducing particle pollution and carbon emissions. The more
people who walk and bike and the greater the distances traveled by foot or bike, the greater the rewards for total city quality and the environment. Strengthening
bicycle traffic in particular provides major benefit
Developing more bicycle traffic opens promising perspectives all over the world
-The topography, climate and city structure of many cities worldwide would make it simple and cheap to introduce
or strengthen bicycle traffic.
• In addition to the many direct advantages of bike traffic in cities, bicycles will also be able to ease some of the
transport burden.For example, in the City of Copenhagen, the curbing of vehicular traffic has meant that bicyclists in 2008
accounted for 37% of commuting to and from work.
Good city space — a crucial prerequisite for a good public transportation system
-A good city landscape and good public transportation system are two sides of the same coin. Good walking and
bicycle routes and good amenities at stations are important elements — by day as well as by night — for
ensuring comfort and a feeling of security.
Transport Oriented Developments
-It concentrates on the interplay between pedestrian and bicycle structures and the collective traffic network.
-TOD cities are typically built around light-rail systems surrounded by relatively high-density development. This
structure is a prerequisite for providing a sufficient number of dwellings and workplaces with a reasonable walking
and biking distance to stations.
City space and social sustainability
-Equality gets a substantial boost when people can walk and bicycle in combination with public transport. A general
prerequisite here is easily accessible, inviting public space that serves as an attractive setting for organized as well
as informal meetings.
Basic needs – and social sustainability
-Naturally there are differences in the needs and opportunities of the world’s rich and poor cities.
It is important to underline the idea that well-developed countries need to increase focus on social sustainability, a fundamental
to creating a well-functioning and attractive city for everyone
THE HEALTHY CITY

A sedentary life behind steering wheel and computer screen
-Numerous changes in society in the economically developed world have led to new health policy challenges. Sedentary work
has largely replaced the manual labor of the past, cars have increasingly become the dominant mode of transport, and simple
activities such as climbing stairs are increasingly replaced by riding on escalators and elevators instead.
In the 1970s one in ten Americans was obese. In the period 2000 – 2007 the rate has risen to one in three.32
-In the past ten years these lifestyle-related health problems have spread quickly to other parts of the world with corresponding
economies and societies. The problem of obesity is extensive in Canada, Australia and New Zealand and growing rapidly in other
areas such as Central America, Europe and the Middle East. In the UK about a quarter of the adult population is obese, in Mexico
about a third, and one-third of the population in Saudi Arabia is obese.34
-The price of the loss of exercise as part of a daily pattern of activity is high: a decrease in quality of life, a dramatic rise in health
costs and a shorter lifespan.
Exercise by choice
Providing opportunities for exercise and self-expression is a logical and valuable answer to the new challenges
Exercise as a cause, a choice and a business opportunity
-The solution to these new challenges is that the individual must seek physical challenges and daily exercise, which are
no longer an integral part of daily life.
-Other people choose organized sport or fitness centers for their exercise and quality of life boost. Many others have
purchased their own fitness equipment and bike, step and run at home. Exercise has become a widespread and important
daily activity, as well as a major business
-This entire development is logical and appropriate for the individual and for society, but individual and private
solutions also have their limitations. Voluntary exercise requires time, determination and willpower. Organized options
and equipment also cost money.
Exercise as a natural part of daily life

-Naturally, invitations must comprise physical infrastructure in the form of quality
walking and bicycling routes, coupled with an information campaign to let people know
about the advantages and opportunities that await when they use their own personal
energy supply for transport.
-A number of cities, including Copenhagen and Melbourne, have recently introduced
general objectives that more closely define the requirement of whole hearted
invitations to walk and bicycle as much as possible in existing and new urban areas.
-When walking and bicycling are a natural part of the daily pattern of activity,
there is positive spin-off for the life quality and well-being of the individual and
-Convincing invitations to walk and bike will require a change in planning culture.
Plans for new cities must start by designing the shortest, most attractive walking
and biking connections and then address the other transport needs. This planning
priority will result in new city quarters that are more compact with smaller space dimensions. In other words, it will be far more attractive to live, work and move
about in these neighborhoods than in the city quarters built to today’s conventional standards. Life must come before space, which in turn must come before buildings
city life, safety, sustainability and health as an integrated city policy!
-A vital element in overall health policy should be for walking and bicycling in cities to be an obvious option. Benefits are substantial for increasing life quality and
reducing health-care. A single city policy change will strengthen city quality and key social objectives.

APPLICATION TO STUDIO PROJECT -Alex
1.THE LIVELY CITY
-Designing the site around a simple network that provides the shortest routes and few but important spaces with quality features to attract people.
-Shops, restaurants, monuments and public functions to be placed where people are likely to be passing by. Walking distances will seem shorter that way and the trip
more of an experience.
-Create space where more people are invited to walk and bike, to bring life to the streets and a greater wealth of experience because fast traffic will be converted into
slower traffic.
-Provide narrow units and many doors along commercial streets, to give best opportunities for buyers and sellers to interact, and the numerous doors provide many
exchange points .
-Targeted ground-floor policy to ensure the attractiveness of the ground floors in new for pedestrians if they can see goods on display and what is going on inside
buildings
2.THE SAFE CITY
-Prioritize/promote pedestrians and appropriate traffic segregation. This will reduce the risk of accidents
-The light from buildings along city streets can make a significant contribution to the feeling of security when darkness falls
-Clear articulation of private and public territories using vegetation or bollards to provide sense of security coupled with well-known designations and signal
3.THE SUSTAINABLE CITY
-Design to promote pedestrian and bicycle traffic use, as these use fewer resources and affect the environment less than any other form of transport
-Provide good walking and bicycle routes and good amenities at stations, to encourage people to minimize use of personal vehicles
-Give various groups in society equal opportunities for accessing common city spaces, such as the park, and getting around town.
4.THE HEALTHY CITY
-Providing opportunities for exercise and self-expression, through provision of free to access playing fields, gymnasiums, ball courts -
Design the shortest, most attractive walking and biking connections to encourage use.
-Run information campaigns to let people know about the health advantages and opportunities that await when they use their own
personal energy supply for transport.
The city at eye level.
.
-Evans
The Author discusses the battle for a quality city being on the small scale
- The city at the eye level is the most important scale for city planning.
- The number of pedestrians in a city entirely depends on the extend to which people are invited to walk, but in most city’s it is generated by necessity.
- A good city quality should be considered a basic human a basic human right whenever people go in cities
- It is the small scale that encounters the close up.
- Regardless of planning ideologies and economic prerequisites , careful management of the human dimension in all types of cities and urban areas should be a
universal requirement.
- Cities must provide good conditions for people to walk, stand, watch, listen and talk. Attention to this small scale is the most important.
- The battle for quality is on the small scale.
Good cities for walking - A prerequisite for a comfortable and pleasurable walk is a room to walk relatively freely and
- Life happens on foot. All life’s important moments is unhampered.
experienced on foot at standing and walking pace. - In most cities the high priority given to car traffic and parking have created unreasonable
- A walk in the city space is a forum for the social conditions for pedestrians all over the world. Enough space for walking is important for all
activities that take place along the way as an integral groups of pedestrians especially children and the elderly.
part of pedestrian activities. It’s a form of transport and - Most of the areas designed for traffic rather than pedestrians despite the fact that the number of
also a potential for many other activities. pedestrians is far much more.
- Traffic signs, lamp posts, parking meters and all other types of technical control are
Factors that impact on walking systematically placed on side walks.
1. Quality of the route - Pedestrian fences intended to confine pedestrians in the narrow and crowded side walks.
2. The surface - Ideal side walks should lead unbroken, unhampered and uninterrupted.
3. The strength of the crowd. - Pedestrians are given less priority and thus face long waits.
4. Age and mobility of the walker
- Urbanites all over the world are highly energy conscious, when it comes to saving energy
5. Design of the space.
when walking and therefore avoid detours, obstacles, stairs and steps and prefer direct lines of
6. Weather
walking everywhere.
.
-Evans
Walk Psychology REQUIREMENTS FOR GOOD CITIES

- Quality of the route - when comfort is low , then the walk will be shorter, while when
the experience is interesting, people forget the distance and enjoy the experiences
- Invitation and city quality in comparison to decree of necessity e.g
- Tiring length perspective - Situation where people can see the whole route at a glance
Bus stops
before they start out.
- Edge effect – The edges of public spaces hold a magnetic attraction
- The prospect is even tiring before they even begun. In response to this, the street can
for people. Here our senses can master the spaces.
be divided into manageable segments, where people can walk from square to square,
- Whenever people stay for a while, they seek out places along the
naturally, breaking up the walk.
edges of the space.
- Street patterns, the design of space, rich detail and intense experiences - Edge placement provide the following benefits
influences the quality of pedestrian routes and pleasure in walking. - Back covered so no surprises from behind (partial
- Urbanites all over the world are highly energy conscious, when it comes public appearance)
to saving energy when walking and therefore avoid detours, obstacles, - Good physical and psychological support
stairs and steps and prefer direct lines of walking everywhere. - Protection from elements of weather
- Pedestrian overpass used at a resort if pedestrians are physically City space without edges provide poor conditions for staying. Façade
prevented from crossing the street. details and inventory and equipment e.g bollards are examples of support
- A good city for walking must function all year round, day and night. points. (“Pianno effect”).
Good cities for staying - Close smooth facades, devoid of details have the opposite effect,
- Two main activities take place in city space- moving activities and signaling move on.
stationary activities. The extent and character of the activities - Urban edges, façade details with columns, steps and niches must
depend greatly on the surrounding culture and economic level. always be considered in context.
- Most cities in developing countries, activities that take place there are
dictated by necessity while from developed part of the world, city life is
far much influenced by optional activities. ( People walk, stand and sit
when the quality of city space invites them to do so )
.
-Evans
Pedestrian fences, lamp posts and traffic signs on Tiring end perspective, case of a
Cities for people to walk, stand, watch, listen and talk. pedestrian walk staircase
Nairobi,Gikomba market Street furniture as support points

.
-Evans
Sitting
- People find it tiring to stand, if they are waiting for a longer time.
- Good place to sit should have : - A pleasant microclimate
- Good placement ( preferably the edge )
- Good views
- Appropriately low noise level
- No pollution
- View of the city life and people has special status as main attraction.
Public bench - Bench with views
- Vacant bench – depends on arms length ( people tend to sit with people but not too close )
- The comfort of sitting influences the choice of seating and length of stay.
- Primary seating and secondary seating need to be provided.
- It’s important to offer good seating for older people.
Good cities for meeting
The comfort of sitting influences the choice of seating and length
- Seeing, hearing and talking as a common Levels of meeting in the city
prerequisite. of stay.
- A good city for meeting is essentially a city - Passive contacts
with good opportunity for three basic human - Planned and spontaneous meeting
activities; seeing, hearing - Unexpected meeting
- To cater for them, a good view is essential and unhindered lines of vision.
- Visual contact between inside and outside at street level is important to the experience and it is
important to consider the lines
of vision between the inside and outside so that people can see out, whether they are standing or sitting.
- A wide spectrum of vision must be considered without compromising the private domain.
- Ensuring active and visually inviting ground floors is recommended.
- Careful planning is paramount so that considerations for experiences and contacts is weighed against
consideration for protecting the sphere.
- Major quality problem in modern street is a fluctuating and high noise level that dwarfs ordinary conversation.
- City furniture can be conversely designed and set up to offer a wealth conversation opportunities.
A good city for meeting
.
-Evans
Self expression and exercise
Good weather at eye level
- The invitation to people to express themselves, play and exercise in city space covers and
important topic of creating lively,healthy cities. - Good weather is one of the significant criteria for assuring the ease of
- The topic of healthy cities is fairly new and reflects changes in society. people’s movements in cities.
- Needs play ground for children to play or a city as a playground. - The opportunity to enjoy good weather is an important city quality.
- More energy and creativity is seen e.g the number of festivals, street parties, cultural - Therefore at the building scale, the design has to be carefully adapted to
evenings and car free days are increasing and attract many people local climatic conditions e.g having trees between building to provide
- Good cities have built in opportunities for play and expression, and simple solutions shade and shelter in hot cities.
are often the convincing. - Careful climate planning should be a requirement for all new buildings.
- Fixed space furniture and set-up can provide a well functioning, framework for daily
life in the city, inviting fixed frameworks are a crucial prerequisite.
- Flexible- Initiatives and space for the city’s special.
- Fleeting – City space must make room for short term but important activities such as
street music, morning gymnastics, parades,
festivals and fireworks.
- The city should have a well proportional and inviting city space for people that inspires
all types of activities – Flexible and fleeting
Goods places, fine scale

- Spatial quality , proportions and dimensions should be subject to careful scrutiny.
- The experience of comfort and well being in city is closely tied to how city structure
and city space harmonize with the human body, human senses and corresponding
space dimensions and scale.
- Cities should be dimensioned by our senses and the experiences is natural and
unforced .
- Street widths and the streams of pedestrians it can handle. City space must make room for short term Spatial quality , proportions and
- The principle is to build cities that are attractive and cohesive at high level and put but important activities such as street music,dimensions should be subject to careful
larger buildings on top. Example when all dimensions are large, it is often impossible scrutiny.
morning gymnastics, parades etc
to get the important small scale to function afterwards. The human landscape gets
cold and dismissive and even completely unusable.
.
-Evans
 Beautiful cities – Good experiences  Good cities for cycling

- Concern for visual quality must include urban elements. - Bicyclists represent a different and somewhat rapid form of food traffic.
- Practical concern for users needs merge seamlessly with concern for detail and totally - Naturally they are welcome in support of the goal to promote lively, safe, sustainable and
here is where people want to be. All functional and practical needs need to be healthy cities.
convincingly met. - At a time where fossil fuel, pollution and problems with climate and health are
- All architectural elements have to be merged into a convincingly architectural whole increasingly becoming a global challenge giving higher priority to cycling would seem
where proportion, materials and details reinforce and enrich the other qualities of the like an obvious step.
space. - Bicycle traffic should be automatically integrated into an overall transport strategy.
- Concern for the human dimension is never outdated - Another link in the city’s bicycle system is green bicycles routes, which are dedicated
- Aesthetic quality – for all sense – There is inherent potential in walking through the city, bike routes through city parks and along discontinued railway tracks or along the river
beautiful space, and carefully planned details and genuine materials provide valuable for this case, which is a green option for bicycles.
experience - The main bicycle policy is to have room on ordinary streets, where the owners can have
- Naturally squares and streets can be designed specifically to provide visual experiences. errands in shops, residences and offices.
- Art in city space – Through out history, art has made valuable quality contribution to - Another important link is to be able to park bicycles safely. New offices, schools and
city space through monuments, sculptures, fountains, building details and decorations industrial buildings should include bicycle parking.
- Art communicates beauty, monumentaribility, remembrance of important events, - Traffic safety is another crucial element in overall bicycle strategies, majorly at the
comments on life in society, fellow inhabitants and city life, together with surprises and intersections. Good visibility at intersections
humour. is vital.
- The more bicycles, the safer the cyclists since it forces drivers to be constantly on the
watch out.
- Its important for bicycles to have enough room and minimum interruptions. Expansion of
the cycling route is recommended.
- Bike share systems. More stable and organized systems need to be established.

APPLICATION TO STUDIO PROJECT.
.
-Evans
GOOD CITIES FOR WALKING
- Providing quality and desirable pedestrian walk along the road, with enough room to walk freely and unhampered and proper transitions at the intersections.
- Introduce linear routes for pedestrian circulation rather than traversing squares and also taking into consideration the tiring end perspective by dividing it into manageable
segments where people can walk from square to square, naturally breaking the walk.
- Introducing street patterns, rich in detail and with interesting intense experience, influencing the quality of pedestrian routes and pleasure in walking.
- Introducing a river promenade along the river, reducing vehicular- human conflict, manages crowd and hence reduces traffic.
- Providing ramps and universal access facilities in the master plan, and in the Mixed use development.
- Introducing pedestrian bridges across vehicular and major roads, and across the river.
- Providing walks with sufficient lighting during the night and that are walkable trough out the clock of the year.
GOOD CITIES FOR STAYING

- Providing good inviting street furniture in the city with proper placement, taking into consideration the edge effect and comfort of sitting.
- Designing the Mixed use development façade to have good façade details, steps and niches, inventory and equipment , to make it inviting to stay.
GOOD CITIES FOR MEETING

- When designing the MUD, and other buildings in the site, you ensure an active and inviting ground floors.
- Introducing urban parks and meeting areas along the river promenade, which has minimum noise level hence no threat to conversations.
- City furniture to be conversely designed and set up to offer a health conversation opportunities.
GOOD CITIES FOR SELF EXPRESSION AND EXERCISE GOOD CITIES FOR CYCLING
- Providing play ground for children in the the masterplan - Providing continuous cycling lanes along the road and
- Introducing open city squares in the masterplan where a number of festivals, street parties and cultured evenings along the river and with proper transition and good
- among other social activities can take place. visibility at the intersections.
CITY AND WEATHER
- Providing safe bicycle parking system, the Mud should
- The building design of the Mixed use development to be adapted to the climatic condition of the region, being
include parking space for bicycles.
- in the tropics .
- Also, in the masterplan, the building heights in relation to the road and the city space need to be controlled, as they
create turbulence along the ground which is uncomfortable.
Life, space, buildings-in that order. -Lawrence
.
A Brief History
.
§ J an Gehl s tates that as it was traditionally cities planned

s tarting from the hum an interactions .
§ Traders s et up their tents and booths along the m os t
popular paths in order to offer their wares to pas s ers by.
M ore perm anent buildings replaced tents and booths , and
towns with hous es , s treets and s quares grew in a gradual
proces s .
§ The original paths and m arket places that were the
s tarting point for city developm ent have left traces in
m os t m odern cities .
§ Thes e old, organic cities tell the s tory of urban
developm ent from a hum an lands cape at eye level to m ore
com plex s tructures .
§ This has been recently changed by the m odernis tic period
60 to 70 years pas t which introduced the planning from a
large s cale to a s m all s cale often neglecting the hum an
lands cape.
The city of Athens, Greece

.
Urban Planning from Small scale to the Large scale
.
As it s hould be
§ Middle Scale – Development scale of the urban § The human landscape. Greatly assesses the
Large Scale – Quarters, their Functions and traffic quarters by describing how the individual segments quality of the living spaces. This scale enables
facilities a view from the Aerial Perspective should be designed and spaces organized. Low flying the viewer to see the city as experienced at the
helicopter perspective human scale. This is the eye level perspective.
.
.
Case in Point
§ Architect ralph Erskine revolutionized the modernist
movement through his works in Sweden.
§ He treated the small scale with the same equal priority as the
l a rg e s c a l e .
§ H i s w o r k s a r e s e e n i n ; Ti b r o – 1 9 5 6 – 1 9 5 9 , L a n d s k r o n a
1 9 7 0 , S a n d v i k e n 1 9 7 3 - 1 9 7 8 , N e w c a s t l e Ty n e 1 9 7 3 – 1 9 7 8 .
§ The New Urbanism Movement in 1979 set principles to

integrate the small scale and the results are seen in the
Seaside resort of Southern Florida.
Seaside resort of Southern Florida

.
.
Case in Point
§ Klas Thom taking ins piration from
Ralph Ers kine m ade an exam ple of the
des ign from s m all s cale outward in the
town of Skarpnack s outh of Stockholm
1981-1986.
§ He, Klas Thom , als o did the Bo01 in

M alm o Sweden as part of an
exhibition of how hum an lands cape
affects the urban planning.
Bo01 development. Malmo, Sweden Bo01 development. Malmo, Sweden

Developing cities. -Lawrence
.
.

.
STATISTICS.
.
 The world population has risen from 1.6 billion to 6 billion in a century and is predicted to rise to 9 billion by 2050.
 More than half of the world ppulation now lives in cities, and the percentage is expected to rise to 75% before 2050
.
DEALING WITH THIS INCREASE IN POPULATION IN
.
DEVELOPING CITIES. Case in Point
§ Curitiba in Brazil is an excellent cas e of how the

problem aris ing from population was tackled.
§ The introduction of the Bus Rapid trans port has been

key in tackling the problem from a pedes trian friendly
point of view whereby the paths to the BRT are
s hortened and the BRT exclus ive lanes m ove m ore Bicycle Lanes in Bogota
people in a s horter tim e as com pared to individuals
having their own cars and caus ing traffic conges tion.
§ Bogota in Colom bia is als o a good cas e in their

exercis e of the bike lanes and introduction of non
m otorized s treets on s pecific days of the week.
12/16/2021 Group v urban designBRT system

presentation in Curitiba, Brazil 56
.
DEALING WITH THIS INCREASE IN POPULATION IN DEVELOPING CITIES
.
 In cities where there is little to no funding for the consideration of the human scale the community could start by intervening with common spaces
being converted to places of benefit to the whole society like conversion of schools to social space which will in turn incentivize the community to
build these much needed social spaces this is as seen in the Guga S’thebe Art center, Langa Cape Town, SA.
LESSONS LEARNT: APPLICATION IN CURRENT STUDIO PROJECT -Lawrence
§ Introduction of cycling lanes all along the roads on site as

shown in the purple dotted lines.
§ Expansion of Kamukunji Road which has then been fully

pedestrianized in recent light of the human scale.
§ Introduction of a boardwalk which runs along the river and

has an incorporated cyclist lane so the users can enjoy the
s p a c e w h i l e l o c o m o t i n g f r o m o n e p l a c e t o t h e o t h e r.
On the ground
Revised plan to include cyclist lanes and a boardwalk.

Proposed bicycle lanes on site Group v urban design presentation 58
LESSONS LEARNT: APPLICATION IN CURRENT STUDIO PROJECT -Lawrence
Various Strategies implemented along the river planning in consideration with the smaller human scale.
On the ground

02 IMAGE OF THE CITY.
1.The image of the environment.
2.The three cities.
3. The city image and its elements.
4. City form.
5.Project evaluation
6.Presentation
7.Project management
8.Conclusion
The image of the environment. -Zedekiah
.
.
The city is termed as a construction in space on a vast scale and is• The easement by which a city’s image can be visually grasped by an
perceived in long spans of time. individual.
The Perception of a city is not only through its individuality but in• The comprehension of a city’s pattern through recognizable city
relation to its surroundings and the sequences that leads to it. A part of elements and symbols
city creates an image to a person or observer in relation to the whole in CONCEPT OF LEGIBILITY.
order for one to comprehend the image of the city. Legibility of a city can be described as the extent of which a
The image of the city to a person will be perceived in parts of the city scape can be read and visually grasped by an individual
whole while relating this parts to its surroundings in order for one have by clearly structuring and creating vivid mental pictures of
a clear mental picture of the whole. the traversed space through the city’s elements presented to
Therefore, the image of the environment which gives the image of the them.These elements include:
city can be dictated through: • Paths
• The perception of the users and those experiencing the city on a • Edges
daily basis. • Landmarks
• The city’s existing elements as presented to the user. • Districts
• Nodes.
The image of the environment. -Zedekiah
.
CONCEPT OF STRUCTURE AND IDENTITY
.
• Structure and Identity of a city scape is created through the city elements that make each and every city be recognized as a separate
entity giving it its own individuality.
• The spatial organization of a city will give meaning to a user of the space creating a workable image that makes the city have an
identity in the perception of the user.
• From this concept, we get the CONCEPT OF IMAGEABILITY:
• Which can be described as the quality of city scape (as an object) which evokes a strong and clear image to an observer.
An imageable city is one that is well formed, distinct, remarkable and invites the eye and ear to greater attention.
Such clear image can be created through;
ü Well defines streets and pathways with easy way-finding and a sense of direction.
ü Prominent landmarks that are easy recognizable.
ü Clear nodes within the city scape.

The Three cities. -Zedekiah
.
.
Boston City scape from the eye of the user:

• Has distinct districts.
• Has crooked and confusing paths.
• Is symbolized by the open space of the Boston Common.
• Has narrow congested streets.
• Landmarks such as beacon hill.
Jersey City scape from the eyer of the user.

• Creates an appearance of a place to pass through
rather than live in.
• Has uncoordinated street system. Therefore, each and every city is given character and
• Provides fewer recognized elements. identity through its elements which gives the user a
• Has strong edges. perception of legibility and imageability of the city
• Has few recognizable districts and landmarks scape.
• Lacks commonly known nodal points In conclusion:
• A city’s element cannot exist in isolation to a
user.
Los Angeles city scape
• Paths act as the major reference points to a city
• Has Large distinctive buildings
scape.
• Is organized in an almost regular grid.
• Nodal points within a city acts as connections to
• Has recognizable districts.
different paths.
• Has an orientation in a regional scale. • Landmarks enables easy recognition of paths and
nodes.
12/16/2021 Group v urban design presentation • Edges help define a city scape. 63
The city image and its elements. -Zedekiah
.
.
A city can be described vividly in recognition to the elements present in its space
Paths
that will. enable a user create a mental image or map of the city scape giving the
city its own image;
Such elements includes: Edges
• Paths:
These are channels of potential or occasional movement.
They are streets, walkways, transit lanes, canals and railroads.
Paths are the predominant element in people’s image of the city.
• Edges:
Are the linear elements not considered as paths.
Nodes
They are boundaries between two phases e.g., shore lines and boundary walls.
• Nodes:
Are points or strategic spots in a city in which a user can enter.
Nodes are commonly used as reference points.
Examples include junctions, places of break in transportation, crossing or
convergence of paths.
Landmarks
• Landmarks.
Are the major points of reference in a city scape.
Landmarks are mostly simplified objects that a user can easily identify with.
They can be buildings, signs, stores or monuments.
APPLICATIONS FROM CITIES FOR THE PEOPLE -Zedekiah
The design of a city should be in consideration of the users i.e., the people right from the
human scale to sustainable cities that serve to function the person rather than the object like
vehicles.
The city elements especially the paths, edges, nodes and landmarks can be designed with
people in mind to make the city space for the people.This can be done through:
• Providing sizeable space for pedestrian walkways and cyclists with landscaping
elements and street furniture that enhance the experience through the city and provide
safety to the user. This helps make the city a healthy space.
• Creating nodes that accommodate the people by incorporating features and elements Provision of sizeable pedestrian walkways with street amenities
such as benches, bicycle parking and recreational facilities like water fountains for the for safety
benefits of a person.
• Pathways and walkways should be properly designed to heighten the human senses of
vision to help one create a clear mental image of the city scape.
• City pathways (most) should be pedestrianized to reduce the number of vehicles in the
city as they are limiting to the quality of life, ability of the people to engage in quality
city activities and intensify the competition for city spaces.
• The streets as pathways should be made safer for users by including street lights and
incorporating the concept of eyes on the streets done by including residential spaces in
our mixed use developments. Creating prominent nodes that can be used as reference
points
APPLICATIONS TO NAIROBI RIVER REGENERATION PROJECT -Zedekiah
The design of our site, at the macroscale and microscale level should aim at helping a user of
the space to easily create a mental image of the city scape as part of the whole and enhance
their experience.
At the macroscale level (master planning), a designer can:
• Create clear pathways that give a sense of direction and are well defined with vegetation,
buildings and street furniture.
• Use roads and pedestrian convergence points to create nodes that help orient a user and are
easily identifiable or recognized. Clearly defined pedestrian walkways.
• Enhance the nodes by using landmarks that one can easily identify with.
• Create strong edges using available city elements such as roads and boundary walls to help
define the area being designed.
At the microscale level ( Mixed Use development), a designer can use the building to enhance
the city scape by:
• Creating a unique design that will act as a landmark to the users of the space.
• Strategically locating the building by proper site location e.g., at convergence points of
pathways to make the building be used as a node.
• Having the building’s edges define walkways and roads by following the street profile.
12/16/2021 Group v urban design presentation A major landmark located on a city node
66
City form & a New Scale. -Robert
.
.
In the ordering of a city a planner may employ relatively simple strategies that underline
concentrations and distribution.
.
Regardless of city scale, the various streets alleys and squares can be used in such a manner
whereby a definite hierarchy of the aforementioned elements is visible, and which the entire
city is organized around.
This section attempts to highlight how such urban principals can be used effectively, in
conjunction with each other, to create livable and vivid urban spaces.
EDGES
The edge of a city isn't immediately discernible, unlike other elements such as paths for
instance, but it plays a vital role in urban structuring. However, their image and form can be
strengthened through a number of means which will be discussed shortly. An edge is where a
city meets a building and as such should be treated carefully. For instance, the lower floors of
a building could constitute edges as it is the element by which everything is aligned on the
ground plane. The frontages strengthen its identity as it is what is experienced by observers.
Edges can be used in the following ways:
SPACE DEFINITION
- The city edges inhibit the visual field and articulate singular spaces. Those singular spaces
constitute places within the streetscape.
- It is analogous of a home in which the walls support indoor activities and communicates to
outsiders that it is an inhabited space. Similarly, a city's edges should communicate a sense of
organization, comfort and security.
.
• An.urban space should be improved and reinforced by attractive edges. This lies in the concept of the
.
soft edge. This is an edge that features a variety of shops lined up, openings, large windows,
transparent facades, and goods on display. The observer is compelled to interact with it by stopping
or slowing down.
EXCHANGE ZONE
• This refers to the zone whereby indoor activities can move out to the common space of the city.
• This is provided by through the use of doors and exchange points along the edge of the ground floor.
Essentially, they act as boundaries where life immediately in front of the buildings can interact with
life in the city.
STAYING ZONES
• City edges are areas in which observers can relax and take in the space while transversing the locale.
• The edge should be incorporated in such a manner whereby one can be fully attuned to his/her
situation when the back is against the wall. This is reinforced by the fact of people keeping to walls in
public and private spaces
• One can customize an edge with a certain quality so as to attract observers e.g., a canopy as seen in
Bologna, Italy.
EXPERIENCE ZONES
• The edge can offer positive experiences should it be curated in an interesting- manner. This can best
be exemplified by the soft edge whereby a facade is a character of its own offering rich details to be
examined in form of color, construction and rhythms. This determines whether strolls are enjoyable
or not.

PATHS
.
.
• Streets are perhaps the most important elements in the organization of cities
.
and as such should have unique qualities that define it. In urban settings
streets should promote pedestrian usage and this can be attained through a few
means discussed in brief below.
BUILDING DENSITIES
• This refers to the concentration of activities along a certain path. For streets to
be lively the perquisite is the amount of people using it. Higher densities
encourage people to get around the area by foot in front of the houses.
• To prevent dominance by vehicles there needs to be sufficient life adjacent to
the paths.
VEGETATIVE USE
• Like edges, paths can be reinforced by use of features that draw attention to
them. For a path to have definition and character, one should consider using
greenery to articulate the sensation of passing through these spaces.
LIGHTING
• This strategy involves the use of lighting fixtures to define lines along the
ground plane that form the street network. This also draws attention towards it
and emphasizes directional orientation, which is a quality of form
• For instance, Arc De Triomphe has avenue lighting emphasizes its main
feature.
. emphasize this form, we have the quality of singularity which is the element that
To further
.
helps something
.
stand out from the rest, making it distinct. For a path to be unique one can:
• Use different materials for pavement to indicate change in areas.
• Use of landscaping.
• Incorporating height differences in the form of steps and staircases to mark transition
zones.
• Use of furniture to add identity.
LANDMARKS
These are entities defined by their singularity and contrast with its context. They should be
provided with good views as they can define the spatial context of a city. It is important that
the lines of vision when standing and sitting are studied and incorporated during
organization.
One should consider:
• Distinguishing the direction of view through distance.
• Coinciding features together through association to strengthen the image. e.g. -
combining of several attractions.
• Grouping together in patterns in order to make a street more transversable through
familiarity.
NODES
These are conceptual anchor points in cities whereby they are distinguished by a unique
element, e.g., an activity point such as a market-place or assembly point. City planners
should ensure the nodes are flexible and usable. One should consider the following:
.
.
•Minor activities within the city. These may include festivals, playgrounds, Christmas
markets,. street performances etc. During the year these may take place and thus the node
needs be flexible enough to accommodate such. The proportions of these nodes as well as
their siting should inspire all these types of activities.
• Incorporation of small spaces in larger ones. This is a method used to accommodate the
human scale in large cities. This makes the city feel smaller and intimate, thus pedestrian-
friendly. For instance, the city of Barcelona uses kiosks and trees to delineate a space within
the larger context.
APPLICATIONS TO SITE
1.Creation of soft edges through transforming the ground plane into a hub of market activity,
i.e., have the uses varied as opposed to singular uses.
2. Incorporate indigenous vegetation to articulate the desired street orientation to various

points within the masterplan.
3.Reinforce the image of the mixed-use building by having clear sights of view as well as
strategically positioning the building to serve as a beacon point.
4 Delineate regions along the street for activity usage. i.e., create nodes along the streetscape.
03 URBAN DESIGN; METHODS & TECHNIQUES.
1.Definitions
2.Negotiating the programme
3. Survey Techniques
4. Analysis
5.Generating Techniques
6.Project evaluation
7.Presentation
8.Project management
9.Conclusion
Introduction. -Chaurembo
The aim of this book is to examine the techniques used in Urban Design to achieve
sustainable development. GOALS OF URBAN DESIGN
DEFINITIONS
The goals of urban design can be classified into the qualities of
• Method-The procedures and techniques characteristic of a particular discipline or field
of knowledge. In this context, method will include concepts such as procedures, utility, durability, and the ability to give the user a sense of well
objectives and plan. being and emotional satisfaction.
• Technique -Manner of artistic execution or performance in relation to formal or vSustainable development.
practical details. Technique is related to specific tasks as opposed to Method which is
the description of a total process. vA built environment of quality
• Methodology-This is the science of method, a study/dissertation on the method to a vTo design and build urban developments which are both
particular end goal. structurally and functionally sound.
• Technology-the application of science, and the use of major instruments and concepts
Sustainable development is development that meets the needs of
for the solution of problems, in this case associated with urban development.
the present generation without compromising the ability of future
URBAN DESIGN METHOD AND PEOPLE
generations to meet their own needs.
This is the inclusion of the general public in the Urban Design Process.
Public participation in the process of design and implementation is a key factor in the Three key ideas come into play
definition of Future generations-the concept of inter-generational equity.
sustainable development. Needs- Introduces the idea of resource distribution
Incorporation of the public into the design process can be through Development -Growth is a physical or quantitative expansion of
v Anthropological studies- Establishing cultural data, user studies and planning surveys
the economic system while development is a qualitative concept:
v Informative techniques-Exhibition, Press notice, other media means of communication
it is concerned with improvement or progress including cultural,
v Administrative procedures-Planning appeals, Public inquiries, public meetings,
v More active forms of participation, such as community design exercises, self-build social and economic dimensions.
operations and procedures for community administration and control.
12/16/2021 Group v urban design presentation
Introduction -Chaurembo
THE URBAN DESIGN PROCESS

This can be used through the RIBA practice and management handbooks,
which divides the design process into four phases:
SITE
o Phase 1 Assimilation: the accumulation of general information and ANALYSIS SYNTHESIS APPRAISAL DECISION
PLANNING
information specially related to the problem.
INTERNAL
o Phase 2 General Study: the investigation of the nature of the problem: PLANNING ANALYSIS SYNTHESIS APPRAISAL DECISION
the investigation of possible solutions.

DETAIL
o Phase 3 Development: the development of one or more solutions.
PLANNING ANALYSIS SYNTHESIS APPRAISAL DECISION
o Phase 4 Communication: the communication of the chosen solution/s to

the client.
Given that design is an iterative and cyclic process, there are return
The description of design method is taken a little further by Markus
loops within the sequence. The decision sequence is repeated for
and Maver. They argue that the designer goes through a series of
increasingly more detailed levels in the design process i.e at
linked decisions which form a clearly defined sequence. This
Regional and Town planning.
sequence is described as analysis, synthesis, appraisal and decision.it
forms a tiered/hierarchical decision making sequence.
Negotiating the programme -Chaurembo
• This refers to the contrasting roles of design normally associated with  This teamwork between the professions benefits everyone in the form of more
protecting the community’s interest in the environment and with the role sensitive development.
of maximizing a developer’s profit.  These tighter financial constraints under which local government operates has
• There is need to understand the benefits which ensue when good led to the development of planning gain or betterment. This is when process.
environmental design is the goal of both developer and local authority. Local authorities can no longer provide many of the services required to make a
community function and so it relies on planners to co-ordinate negotiations
Architects and Planners- the stormy affair with developers in an attempt to get necessary services provided as part of the
• For the past 10 years a debate between architects and planners has existed; with development.
architects being concerned that planners were not trained in the areas of design,  Identifying Sites
therefore they considered any design criticism from planners invalid.
 All too often urban design is limited by individual land holdings and although
• An interdisciplinary co-operation between architects and planners has provided local authorities have the power to compulsorily acquire land (Compulsory
an intellectual bridge, permitting each profession to view development from a Purchase Order - CPO), is rarely used because:
new and different perspective, thereby improving the qualities of the
environment which make it both enjoyable and safe to use throughout a twenty-  Local authorities do not have the time to identify a vision for the future of the
four-hour day. area and are involved in a great deal of reactive and abortive work.
• Impoverished local authorities and development opportunities  Local authorities are under resourced – staff and finance.
o Most authorities are desperately underfunded and therefore fear refusing  The process is not widely understood in local authorities nor is the legal
permission for major developments which might bring resources to the area. expertise always available.
o In order to improve design advice and reduce the possibility of expensive  Process is time consuming.
conflict with developers some city authority planners form a close working  This is resolved in part by either entering into a partnership with developers or
alliance with architects and urban designers. seeking planning gain from a development.

Negotiating the programme -Chaurembo
Preparation of Design Guidance
• The preparation of design guidance should be started as early as possible and preferably be produced in partnership with landowners. This allows the
landowner knows the requirements of the local authority from the beginning of the process.
• When site development guidance is drawn up in advance of serious development negotiations, there is more chance of achieving a strategic approach
to regional development, thereby preventing development in a piecemeal and incoherent fashion, which would render it illegible.
• The illegibility would lead to the loss of existing landmarks ,a blurring of features which distinguish the district from adjacent areas; the development
of ill-defined routes without clearly structured node or centre.
Development Cost
• It is important to understand the effect planning requirements may have on current land values and to appreciate the complex mechanisms for land
finance.
• Planning requirements which affect development costs-
-Infrastructure -Community facilities-schools, libraries
-Topography -Community halls
-Cost of on site road construction -Leisure facilities-sports centres, sports pitches
-Cost of off site road construction -Sites reserved for places of worship
-Landscape -Location of local shopping to benefit from passing trade
-Play areas -Retention of existing landscape and ecology
-Contributions to public transport -Access housing
-Affordable housing
Survey Techniques -Chaurembo
Historical Analysis
 Analyzing the history behind a city to understand the reason for its present form and function.
 An understanding of the Genius Loci of a place.
Townscape Analysis
 Its legibility, permeability and a visual study
 Perceptual Structure
Visual Analysis
 The visual analysis includes studies of urban space, the treatment of façades, pavement, roofline, street
sculpture and an analysis of the complexity of visual detail which distinguishes one place from another.
Permeability Study: Privacy and Accessibility
 An understanding of the relationship between privacy and accessibility of a given location, how the
network of public space divides the environment into blocks: areas of land entirely surrounded by public
route

APPLICATION TO NAIROBI RIVER REJUVENATION STUDIO PROJECT -Chaurembo
)
1. Sustainability.
• Creation of a built environment of quality.
2. Public participation in design.
• Incorporation of the public into the urban design process through active forms of participation such as
community design exercises, involving the existing community at Kamkunji Grounds and within Gikomba
market.
3. The designing of streets in master planning.
• Creation of pedestrian friendly streets.
• Prioritizing the pedestrian in the design of streets and giving the streets back to the people.
• Access consideration, permeability and easy movement for the elderly, women, children, disabled persons.
1. Sustainability
• Designing a structure that takes into account the climatic factors, and is sustainable in its utility, durability.
• A building that is non damaging to the environment.
2.Legibility in design
• Creating a building that serves as a landmark that helps the area be easily identified by users.
• The use of materials, colours and building heights which give identity to the district to which it belongs.

APPLICATION FROM THE CITIES FOR PEOLPE BOOK -Chaurembo
1. The sustainable city

• Creation and proper definition of walking and cycling routes, to minimize the use of cars.
• Creation of a walking experience through the site such as a Promenade at the riverfront to encourage
more people to walk.
• Accessibility for all people to use the pedestrian routes.
• Breaking the distances of the walking stretch by inclusion of cafes, restaurants, water features to
encourage people to use the walk
2. The safe city

• Definition of public and private areas in order to reduce the perceived fear of crime.
• Improving the quality of public spaces to encourage more people to use the streets, therefore creating a
natural surveillance system.
• Creation of a vibrant atmosphere on the city streets to change people’s perception of the space and have a
sense of ownership to it.

Analysis -Chris
• The analytical stage of the design process begins with consideration of the project site's strengths and weaknesses, as well as the project's opportunities and potential
dangers to the region that any intervention must address.
Trend, Forecast and Scenario
• Predicting future population is based upon an examination of existing trends.Analyzing the trends and creating future forecasts based on those trends.
• The strategy is then devised based on the projections. An analysis of these trends may stimulate ideas about the nature of the problem being investigated and also actions which
may be necessary to modify a trend leading to an undesirable outcome.
Constraints and Possibilities
• Map contains information on the location and design of any
approved projects such as road widening, sites with planning
approvals, land use or building height restrictions. It also
includes items such as areas ripe for development, features
which are special to the area and groups of buildings of
outstanding architectural significance.
Sieve Mapping
• A set of sieve maps
can be used to
visualize the
restrictions and
opportunities.
• By overlaying a
number of
constraints as Strengths, Weaknesses, Opportunities
transparent overlays
on an ordnance and Threats
survey map of the
project region, those • The SWOT analysis can help define the design brief more
areas that pose clearly and guide the way to design solutions.
development
12/16/2021 challenges are Group v urban design presentation 80
eliminated.
Generating Alternatives -Chris
• The investigation of problems through the examination and testing of solutions is at the heart of the urban design process. Many urban design
issues are 'wicked,' in the sense that they are difficult to identify and have no obvious and widely accepted answer.
• A variety of strategies can be used to develop concepts, or ideas that influence various ways of understanding the situation. Ideas can be gleaned
from a site analysis, a historical precedent research, theoretical propositions, syntactical tactics or the art of analogy, lateral thinking techniques
such as brainstorming, and soliciting ideas directly from the public.
• According to Lynch, there are three major metaphors for explaining city form. The first ceremonial centers used a mystical metaphor to try to
connect the city to the cosmos and the environment. The machine is used as an analogue for the city in the second metaphor. The third concept
sees the city as a microcosm of the cosmos, a perfect oneness modeled after the universe and anchored by its location along the sun's magical
course. The origins of city concepts can be traced back to one of these general notions, and they can only be understood in the context of this
bigger picture.
• The following sources of inspiration can be found:

1. A site analysis
2. Based on a review of historical precedent
3. Employing syntactical procedures or the art of analogy,
4. From theoretical propositions
5. By using lateral thinking strategies such as brainstorming and
soliciting suggestions from the general public.

APPLICATION TO THE STUDIO PROJECT -Chris

Project evaluation -Daniel
• Moderate- to large-scale urban design projects are aimed at improving social, economic and infrastructure conditions
rather than focusing on the single objective of physical urban renewal.
• The assessment of alternative urban design projects required the investigation of numerous aspects of projects impacts
from a cost–benefit analysis to a complete environmental impact assessment of the project.
• Public finances • Air quality development • Social amenities

• Businesses • Water quality, quantity patterns • Public services
• Employment and distribution • Cultural heritage • Emergency services
• Support from • Soil type, risks • Security • Traffic access
financial institutions • Flora and fauna • Community Cohesion • Public health
• Land tenure • Public health • Equal opportunity
• Culture • Political influence and
stability

Project evaluation; Case of of the Nairobi river Rejuvenation project -Daniel
ECONOMIC IMPACTS
• An increase in commercial activity which brings with it a consequential rise in economic
improvement, the opening of new business ventures, an increase in demand, the creation of
new jobs and positions, a rise in property values and increased tax revenue for the NCC.
• Tourism. There will be enhanced attraction of more visitors which bring will bring this SITE
B area to life and contribute economically to improving the immediate environment and
local economy the area and of the city as a whole.
CULTURAL IMPACT
• Identity. Greater identification and representativeness of the local residents and An example of an economic boom that would happen if we pedestrianized major
inhabitants will be achieved through the creation of a space which provides comfort, parts of SITE B
tranquillity etc,
• This environment becomes identifiable as their own, as belonging to the everyday

life of the city and forms part of the day to day customs and habits of the inhabitants
of Gikomba Market and site B as a whole.
ENVIRONMENTAL IMPACT
• Environmental Improvement. An environmental improvement can be achieved, in the
short term, by reducing noise and Land, water and atmospheric pollution especially
in the Gikomba area and the Nairobi River
• Improved air quality, water quality, quantity and distribution
An example of a clean river with a Greenway along it. Environmental

12/16/2021 Group v urban design presentation improvement of Nairobi River will add to the quality of life. 84
Presentation -Daniel
• The presentation of urban design proposals often involves reports and sets of documents similar in form and content
to those prepared for planning projects.
• The reports may include a description of the survey, its analysis and a fully evaluated final proposal with its cost.
• In the case of urban design the visual material explaining the project is as important as the written report. There are
four main types of drawings used;
a) drawings used to record information.
b) drawings used in analysis
c) drawings used for the presentation of ideas
d) drawings drawings used to implement a particular action
• Drawn presentation for the implementation of projects requires precision. Such drawings are needed for the
calculation of land areas, volumes of materials and the precise physical location of each element of the project.
• When dealing with the public, presentation , whether written or visual, should be simple and direct.

Project management -Daniel
• Project management methods and techniques complements the gentle aspects of design
method, such as generating ideas, co-operation, participation, environmental protection
and conservation in general.
• Project management can be subdivided into four major stages;
a) Project Definition Stage- provides the framework that enables the effective
execution of the projects
b) Project planning stage- objective is to translate the overall project aims into a
series of identifiable activities which can be set out in a logical way that will achieve
the desired end.
c) Project implementation stage-To aid control of the project progress meetings take
place at relevant intervals to review achievements against targets on all aspects of the
project and to initiate action by appropriate parties to ensure adherence to the project
plan
d) Project closure stage-key activity is ensuring that a plan for ‘post-completion
project evaluation’ is in place to allow feedback from those that took part in the project.
Conclusion. -Daniel
• The terms method and technique were defined in Chapter 1. Urban design method was then set within a theoretical framework.
• The method advocated assumes a synoptic approach to planning and urban design which presupposes a rationalist view of problem
solving where alternative solutions are assessed against a set of criteria derived from the project goals and objectives.
• The process involved in negotiating the brief is explained in Chapter 2. This is the starting point in the design process for many
consultants in the field.
• Chapters 3 and 4 outline the procedures and techniques used in the gathering and analysis of information which is directly relevant
for the development project.
• Chapter 5 discusses the techniques used for generating ideas for alternative design solutions. Foremost amongst these is the art of
developing appropriate analogies.
• Chapter 6, therefore, ends with a brief account of a case study from southern Italy. The case study assesses the distribution of
benefits accruing from the Integrated Mediterranean Programmed for Calabria.
• Chapter 7 outlines the tools available for expressing urban design ideas. It discusses, in particular, the style of report writing,
effective public speaking, the use of drawings, three-dimensional material and the computer in the presentation of the urban design
project.
• Chapter 8 does raise the question about the control of the design process. Should control remain with the designer in the traditional
architect–client relationship?
• The chapter raises this whole question of the composition of the design and development team and the roles adopted by its
members.
04 STREETS AS PUBLIC SPACES FOR URBAN PROSPERITY.
1.Streets as public spaces
2.Prosperous streets; Concepts, Methods &
Measurements
3.The state of streets in Europe, N.America and Oceania

4.The state of streets in Africa, Asia and Latin America
and the Caribbean
5.Streets as public spaces and drivers of urban prosperity
6.Statistical Annex
STREETS AS PUBLIC SPACES
Streets as public spaces -Hannah
. A HISTORICAL PERSPECTIVE
• Towns and cities have historically been organized around their streets.
• Streets are more than just linkages to destinations they have traditionally served
three main purposes:
• mobility, commerce and social interaction
• The grid pattern, which is a type of street plan in which streets run at right
angles to each other (thereby forming a grid), is characteristic of many ancient
cities.
• The layout of the grid system promoted social interactions and commercial
exchanges that made streets play their full function as public spaces.
• In addition, it facilitated the provision of basic services. For instance, water,
sanitation and sewerage systems existed in the Indus Valley Civilization.
• Other ancient civilisations with grid patterns are; Giza (Egypt), Babylon, Rome,
Greece, China
• The Chinese grid-pattern was shaped along four main directions, linking other
important enclosed public spaces such as the Royal Court situated in the south,
the marketplace in the north, the Imperial Ancestral Temple in the east and the
Altar to the Gods of Land and Grain in the west.
• The grid system eased the movement of military units and commerce from
one Greek city to another. It was adopted and designed for efficiency and inter-
changeability, both facilitated by and aiding the expansion of the empires.
• The grid was also seen as a tool to democratize the distribution of land and
define the boundaries between public and private ownership.

The state of streets in Europe, N.America and Oceania -Hannah
• In Spain, Barcelona’s street grid system, commissioned in 1874 and
known as “L’Eixample” (expansion of Barcelona outside its old
walls), was a way to purge the city of its Roman roots which lay
within its medieval walls.
• Paris is also known for its large boulevards that give the city a
unique image. The wide boulevards were to clear space around
historic buildings, such as the famous Notre Dame and the Palais du
Louvre. This was meant to promote unimpeded movement.
• In the Netherlands, canal rings are amongst the most

prominent feature of Amsterdam’s architecture. These Champs Elysee Boulevard, France
concentric rings of canals, built during the 17th century, have since
been an icon of urban planning and architecture.
• The street system of Helsinki in Finland is shaped by a plan where

straight and wide streets are placed on a geometric grid
• In the United States, many cities did not start with a grid system.
However, many North American cities adopted the grid system later
as it facilitated the rapid sub-division and auction of large parcels of
land.15 The grid system was also seen as a safeguard against
overcrowding, fire, and disease.
12/16/2021 Group v urban design presentation Netherlands Canal System 91
The state of streets in Europe, N.America and Oceania -Hannah
• Manhattan’s 200-year old grid system has served the population of New York well,
and continues to inspire urban planners and architects around the world. With
several extensions over the years, the grid today adequately caters for the needs of
the city’s 1.6 million residents; the 1.6 million commuters who come from other
boroughs every day; the 19.6 million visitors from the New York metropolitan area
and the over 50 million visitors from around the world annually.
• The Manhattan grid is hailed as a major milestone in the history of city planning. In
addition to its forming the foundation of the urban form of present day Manhattan,
some analysts identify the street layout as a good plan whose short blocks provide
continous diversity for pedestrians, making the city walkable and vibrant.
Barcelona, Spain
New York City, US

URBAN GROWTH AND EXPANSION SINCE THE INDUSTRIAL REVOLUTION -Hannah
• The start of the Industrial Revolution in the 19th century saw street designs AFRICA, ASIA, LATIN AMERICA AND THE CARIBBEAN
in Europe and North America becoming more polycentric and hierarchical,
partly as a result of stratification of society along class lines. The Industrial • In Africa, Asia and Latin American and the Caribbean, streets have also
Revolution led to massive rural-to urban migration as migrant workers played a determining role in the cultural, social, economic and political
sought jobs in factories. functions of cities.
• While industrial cities tended to grow around a single focal point, such as a • Cairo, built between the 7th and 10th century after the Arab conquest, adopted
factory, it was the low-paid factory workers that tended to live closest to the an organic pattern of streets with a large number of dead-end streets
centre amid the factory generated pollution and squalor. Better-off people,
with more secure jobs, higher incomes, and shorter working hours, tended to • Cities in colonial Africa adopted the grid system, despite resistance from
move to lower-density areas towards the edge of these cities. indigenous populations.
• For instance, before the advent of French colonialists, Dakar in Senegal
• These Changes in urban growth patterns were accompanied by changes constituted villages organized around mosques in a circular pattern around an
in street patterns. open central space,
Barcelona, reflecting the influence of Islam on local spatial
Spain
organization.
• During the period of rapid urban growth in the 19th and 20th centuries, urban
population growth in Europe and North America mostly occurred on the • Taking the example of the French colonialists in Dakar, Senegal, the
edges of cities. colonialists decided to create districts that were exclusively for Europeans and
others that were for the local Africans.
• However, with the development of the automobile, the expansion extended
beyond the edges of cities and generated the formation of new satellite cities. • Expelled from the centre, the indigenous people were left to their own devices
This is known as urban sprawl. in overcrowded areas where streets were irregular and unserved, with no
adequate sewerage and drainage systems.
• Grid pattern city planning gave way to hierarchical planning. Hierarchical
street plans are those that assign different levels of importance and functions • This marked the beginning of the segregation of distribution of basic services
to different streets. through urban planning in Dakar and other West African cities.
• There emerged a clear distinction between residential streets (those with no • ThisNew
was York
also theCity,
case US
in British colonies as Nairobi and Harare were also
or less through traffic), arterial streets (those that provide direct, relatively planned along racial lines.
high speed service for longer trips and large traffic volumes) and collector 93
streets.
PROSPEROUS STREETS:
CONCEPTS, METHODS AND
MEASUREMENTS
PROSPEROUS STREETS; CONCEPTS, METHODS & MEASUREMENTS.
-Hannah
. RECLAIMING STREETS AS PUBLIC SPACES
• “The desire to go ‘through’ a place must be balanced with the desire to go ‘to’ a • Prosperous streets safeguard environmental sustainability
place.” By promoting walkability and cycling, prosperous streets contribute to
the reduction of air and water pollution and to the preservation of
• The “livable streets” movement emphasizes streets as the fabric of social and biodiversity. Along with public parks, waterfronts and “green” areas for
urban life. Safety, security, social interactions are among the key components recreational and productive purposes, prosperous streets help to reduce
of livable streets fragmentation of natural systems through the careful design of
infrastructure networks and settlements.
Characteristics of prosperous streets;
• Prosperous streets promote productivity
• Prosperous streets contribute to infrastructure development One Prosperous streets promote economic growth through productivity,
fundamental feature of prosperous streets is their connectivity in terms of generating the income and employment that can elevate the living
planning as well as design. With regard to planning, sufficient land should be standards of the whole population.Well-connected streets that promote
allocated to streets and the street network should be sufficient intersections walking and cycling also improve the overall health of city residents,
available to facilitate shorter distances and reduce travel times. Cul de sacs and also supports specific industries, such bicycle shops, tourism, retail
should be very few.Prosperous streets as public spaces also encourage walking activity, construction and real estate development that highlight
and social interactions. livability.
• Prosperous streets facilitate access to basic services;Besides easing mobility,
• Prosperous streets enhance equity and social inclusion
streets provide pathways for pipes, power lines and drainage systems, among
No city can claim to be prosperous when large segments of the
other amenities.
population do not have access to streets. Prosperous streets ease
• Prosperous streets accommodate both motorized and non-motorized equity and social inclusion in cities. They enhance access to a range
modes of transport of well–located, adequate public infrastructure and amenities
(including education, health, recreation, etc.) for all groups
• Prosperous streets enhance quality of life; Quality of life is increasingly
associated with an inclusive, well-planned, healthy and supportive
12/16/2021 environment.
One way of doing this is by ensuring streets as socially connected.
APPLICATION TO THE URBAN REGENERATION PROJECT -Hannah
 The two topics covered should be used as guidance in the master planning of the project area.
 Some key takeaways are;
 Allocating sufficient land for streets so that both pedestrians and motor vehicles can be catered for comfortably without conflicts.
 Having regular street intersections so that travel time between blocks is reduced which enhances the efficiency of the streets.
 Separating blocks at intervals with streets can help minimize the extent of calamities if they do occur e,g in case of fire, a street would prevent fire
from spreading to other blocks and causing more damage.
 Avoid using cul de sacs for security and practicality.

The state of streets in Europe, N.America and Oceania -Richard
.
Cities in Europe, North America and Oceania have experienced various transformations, particularly since theIndustrial Revolution
of the 19th century and with the increased use of the automobile as a mode of transport. In the mid-19th century, several cities in
These regions expanded their street networks to increase access to marketsand to accommodate growing populations.
.
Streets in many cities were being planned in a way to reflect these cities’ aspirations.
LAND ALLOCATED TO STREETS
• Data collected on street connectivity in the twenty European, American and Oceanic cities show that, in general, the proportion of land allocated
to streets is much lower in suburban areas than in city centres.
• While the cores of most cities have more than 25 per cent of land allocated to streets, in suburban areas it is less than 15 per cent .
• The reduction in the proportion of land allocated to streets in suburban areas is the result of a combination of factors, including the adoption of
hierarchical systems of street planning, with the predominance of cul-de-sacs rather than the grid system, which is a common feature of
city centres.
• Streets in suburban areas are narrower, have shorter networks and are of low intersection density. In most cases, the proportion of land allocated
to streets in suburban areas is less than half of the proportion of land allocated to streets in the inner core of cities. The data on land allocated
to streets shows that cities planned in the 18th and 19th centuries, such as New York (Manhattan), Athens, Barcelona and Paris, allocated
sufficient land to streets.
• In Manhattan, which has a dense grid system, also holds the highest proportion of land allocated to streets (36 per cent). New York’s city plan of
1811 prioritized land allocated to streets. In the city plan, streets less than 50 feet (15.24 metres) were not permitted, and there were norms and
regulations to ensure that short, narrow or crooked streets were not laid out.
• . this did not apply to the other four areas of New York (Queens, Brooklyn, Bronx and Staten Island) where there was neither a
However,
perfect street grid system nor sufficient allocation of land to streets. For instance, Staten Island, like many suburban areas, has no large,
numbered grid system and allocates only 16 per cent of its land to streets, less than half the share of land for streets in Manhattan. In the
.
city centre of Washington, DC and Los Angeles, land allocated to streets is sufficient (25 per cent and 23 per cent, respectively) but much
less than that of Manhattan.
• In comparison to the Manhattan grid system, the street system of Washington DC was modeled on an ornate style that incorporated avenues
radiating out from rectangles, providing room for open spaces and landscaping. The street system of Washington DC is comparable to the
combination of the grid pattern and large avenues prevalent in European cities, such as Paris.
• In Canada, the city core of Toronto, which has adopted a grid system, has allocated 29 per cent of land to streets. Various “Complete Streets”
projects have been initiated in thecity to promote a street system that accommodates all users. In comparison, the proportion of land
allocated to streets is also high in the city core of Montreal but less pronounced in the city core of Calgary.
• In Southern Europe, Barcelona also adopted a street grid system in the 19th century, although the size of each block is smaller compared to
that of Manhattan. Barcelona is amongst those cities where a high proportion of land in the city’s core area is allocated to streets (33 per
cent).
• However, the grid system is not predominant in the suburban areas of the city where cul-de-sacs are the norm. In recent decades,
Barcelona’s growth has mostly been through the expansion of the outskirts of the city, with settlements of low population density, along
with urban planning that gives a smaller share of land to streets (13 per cent), which is less than half the proportion of land allocated to
streets in the city’s core.
• In Western Europe, similar patterns can be observed in the city core of Paris, where 30 per cent of land is allocated to streets in the city core
versus 13 per cent in suburbs. The sufficient land allocated to streets in the city centre can be associated to the city’s history of urban
transformation that was geared to cutting a unique image for the city, with wide boulevards and public spaces around historical monuments.
•
.
The large boulevards in the centre of Paris were not replicated in the suburban areas that suffer from insufficient land allocated to streets (less than half thelevel in
the city core). Two other cities in Western Europe, namely Amsterdam and Brussels, have also allocated sufficient land to streets in their inner core, but insufficient
land to streets in their suburbs. The share of land allocated to streets in the city core of Amsterdam is three times higher than the share in Suburban areas (29 per cent
.
against 10 per cent).The city of Brussels has similarly allocated a large proportion of land to streets (26 per cent) in the city’s core compared to 14 per cent in
suburban areas.
• The city centres of Copenhagen and Helsinki in Northern Europe have similar levels of land allocated to streets (23 per cent), which is lower than the levels
observed in Manhattan(36 per cent) and cities of Southern and Western Europe. Both Copenhagen and Helsinki promote the use of non-motorized means of mobility
in the designs of their streets, with clear paths for pedestrians and cyclists and other users.
• Auckland in New Zealand has allocated a low proportionof land to streets in the city’s core, though this is twice thelevel in its suburban area (18 per cent versus 10-
per cent).Compared to the Australian cities of Melbourne and Sidney, the street network of Auckland is poorly planned and designed
• Melbourne, on the other hand, has a well-designed street network with a grid form at its centre. Melbourne grid originated at Batman’s Hill, from which two primary
section lines were mapped.
STREET NETWORKS AND WIDTHS – COMPONENTS OF LAND ALLOCATED TO STREETS

• Land allocated to streets is determined by two variables: the length of the street network and the width of streets. A high proportion of land allocated to streets can be
attributedto a lengthy street network with narrow streets or widestreets in a short street network. A ratio higher than 1 canbe an indication that the streets are
relatively wide compared to the length of the network while a ratio lower than 1 can imply relatively narrow streets compared to the length of the street network.
• For instance, Amsterdam and Helsinki have narrow streets (average width of 9.5m and 9.1m respectively), but lengthy networks (street density of 31 km per square
km and 25.2 km per square km), and have been able to secure sufficient land to streets (30 per cent and 24 per cent, respectively
• In most cities where the ratio is above one like in Paris, it shows that the land allocated to streets is both long and wide due to inclusion of boulevards and avenues,
and in Manhattan where there is a regular pattern of wide streets
• The predominance of cul-de-sacs not only reduces intersection density but also reduces street density. Fewer streets are built and fewer intersections are allocated on
those that have been built. The length of the street network per square km expressed in terms of street density is much lower in suburban areas than in city centres.
CONNECTED CITY CORES ADJACENT TO POORLY CONNECTED SUBURBS

Street connectivity is determined by the amount of land allocated to streets, the length of the street network and the number of intersections along the network. A city can have wide
streets in a very limited street network and low intersection density, which does not translate into high connectivity. A lengthy network and dense intersections, but very narrow
streets, do not also promote high connectivity
The Composite Street Connectivity Index (CSCI)
 It builds on the combination of the three variables, and aims to assess connectivity of a street considering its width, its length and the number of intersections, all in relation to the
total land area of a city.
 More than half of the cities presented here the Composite Street Connectivity Index (CSCI) is higher than 0.8. This means they have relatively good street connectivity. To have
a CSCI higher than 0.8, a city must have streets sufficiently wide to accommodate all users, sufficient to reach all neighborhoods and corners of the city, and a sufficient number
of intersections to accommodate all users. Those cities are: London, Amsterdam, Toronto, Paris, Athens, New York, Montreal, Barcelona, Melbourne, Helsinki, Sidney and
Washington
 There is a second group of cities with a CSCI between0.700 and 0.800. This group is composed of four cities: Calgary, Los Angeles, Brussels and Copenhagen. As the first group,
they also allocated sufficient land to street with sufficient intersections to accommodate all users.
 A third group with CSCI between 0.600 and 0.700 is composed of three cities: Saint Petersburg, Phoenix and Auckland. Although the level of their CSCI indicates a moderate
level of connectivity, they suffer from a poor level of connectivity associated to one component of the CSCI. For instance, the city core of Auckland has a level of Street density
index of 0.403 indicating that the length of the network may be not sufficient to cover all areas of the city core
 Among the twenty cities analysed here only the city core of Moscow has a CSCI below 0.500. This level is similar to the levels observed at suburban areas. The city core of
Moscow suffers from insufficiency of land allocated to street with few intersections along the street network.
 STREET DENSITY
Lower urban density in suburban areas is often accompanied by lower street density and less land allocated to streets. Areas with high street connectivity attract more people and
have high population density, and benefit economically. For instance, Manhattan, where 36 per cent of land is allocated to streets, two times the level in Staten Island (16 per cent),
has a population density nine times higher than the population density of Staten Island (28,000 inhabitants per square km versus 3000 inhabitants per square km). A similar trend
has been observed in the French city of Paris; it has a population density above 25,000 inhabitantsper square km in the city core and a density of less than 3,000 in its suburbs.
While the city core of Paris has 30 per cent of land allocated to streets, in its suburban area, only 13 per cent is allocated to streets, which is less than half the coverage in its city
core.These examples show that there is a close association between street connectivity and population density
In suburban areas, poor connectivity is not only associatedwith low urban density, but the few existing streets serve a smaller number of people due to poorly connected street
networks. To maximize their use, there needs to be an improvement in their connectivity


.


The state of streets in Africa, Asia and Latin America and the Caribbean -Richard
.
The state of streets in much of the developing world is quite different from that of the
developed world, both in terms of quantity and quality. Most African, Asian and Latin American
.
and Caribbean cities share common characteristics: inadequate and deteriorating transport
infrastructure; and poor facilities for non-motorized transport (walking and cycling).
One effect of these problems has been the further marginalization of the most vulnerable
segments of society who rely the most on public transport and cannot afford private alternatives.
However, these similarities do come with differences as well—in terms of size, geography,
cultural setting and administrative structure.
This analysis of the state of streets in African, Asian and Latin American and Caribbean cities is
based on 40 cities: 18 cities in Africa, 13 cities in Asia and 9 cities in Latin America and the
Caribbean
Based on the level of land allocated to streets (LAS) in the city core, African, Asian and Latin
American and Caribbean (LAC) cities have been classified into four groups:
1) Cities with low levels of land allocated to streets in the city core (less than 15 per cent);
2) Cities with low to moderate levels of land allocated to streets (between 15 per cent and 20
per cent);
3) Cities with moderate to high levels of land allocated to streets (between 20 per cent and 25
per cent); and
4) Cities with high levels of land allocated to streets (more than 25 per cent).

. Cities with low levels of land allocated to streets (below 15 per cent)
• A large majority of African cities allocate a very small proportion of land to streets: out of the 18 African cities included in this study, 13 allocated
less than 15 per cent of land to streets, with the lowest level (6 per cent) observed in Bangui in the Central African Republic. Two out of ten Latin
. and Caribbean cities, namely Georgetown in Guyana (12.6 per cent) and Guatemala City (13.1 per cent) in Guatemala belong to this
American
group.
• The city planning of Bangui was influenced by the street planning and design of Paris, with wide boulevards oriented towards places of political
and economic interest.1 However, this influence is limited to a small proportion of the city core ofBangui, leaving the rest of the city poorly
served with streets. Indeed, except for its large boulevards, Bangui is poorly served by local and connector streets. The streets are narrowand
short (4.7 km per square km) and the street network is disconnected (15 intersections per square km). The street components in the city core of
Bangui reflect the urban form of many suburban areas of cities of the developing world.
• Other cities in this group have more land allocated to streets, but the levels are still very low, varying from 10 percent in Tanzania’s major city
Dar es Salaam to 14.3 per cent in Senegal’s capital Dakar. Three cities in this group, namely, Alexandria, Guatemala and Dakar, offer better
connectivity in the city core with an intersection density greater than100 per cent (194 per cent, 174 per cent and 159 per cent, respectively).
Kenya’s capital Nairobi, Dar es Salaam and Ghana’s capital Accra have only 11.5 per cent, 10 per cent and 11.1 per cent land allocated to streets,
respectively. Intersection density is also relatively low in these cities, at 36 per cent, 34 per cent and 38 per cent, respectively. Dodoma (Tanzania),
Lagos (Nigeria), Georgetown (Guyana) and Addis Abba (Ethiopia)3 have slightly more land allocated to streets, varying from between 13 per
cent to 14 per cent and an intersection density varying from between 65 per cent and 85per cent.
• However, regardless of the level of connectivity in the city core, in the suburban areas of cities in this group, not only are there few streets built
(with less than 5 per cent of land allocated to streets), but those that exist are narrow and disconnected, except for one or two arterial streets
passing through neighborhoods. The city of Dakar offers a typical example: the proportion of land allocated to streets in the suburbs is more than
three times lower than its level in the citycore (3 per cent versus 14 per cent).

. Cities with low to moderate levels of land allocated to streets (between 15 per cent
and 20 per cent)
Out of the 18 African cities included in this study, onlyfive cities belong to the group with low to moderate levels of land allocated to streets; these are Abuja in Nigeria,
.
Cairo in Egypt, Casablanca in Morocco, Johannesburg in South Africa and Harare in Zimbabwe. Out of the 13 Asian cities in this study, nearly half have low to
moderate levels of land allocated to streets. Three of these cities are in India, namely, Kolkota, Mumbai, and Chandigarh; one is in the Philippines (Manila); one is in
Malaysia (Kuala Lumpur) and the other one is in China (Beijing). Two Brazilian cities feature in this group, namely, Sao Paolo and Brasilia.

NAIROBI CASE STUDY -Richard

•Despite the moderate level of land allocated to streets, the Nigerian capital of Abuja has few intersections (only 40 intersections per square km),
which is way below the threshold of 100 intersections per square km. Cairo and Casablanca have levels of land allocated to streets that are similar
to that of Abuja, yet have a sufficient number of intersections per square km (204 and 112, respectively). Compared to the city centre of these cities,
the city center of Abuja is less walkable; it promotes the use of motorized transport. In both Casablanca and Cairo, efforts have also been made in
the context of slum upgrading to develop better street networks that ease access to water and sanitation connections and to better drainage systems.
Cities with moderate to high levels of land allocated to streets (between 20 per cent and 25 per cent)
• In this group, the proportion of land allocated to streets varies between 20 per cent and 25 per cent. One South African city, Cape Town,
features in this group, along with four others in Mexico and Colombia, namely, Mexico City, Guadalajara, Medellin and Bogota, and one city
in Asia, Singapore. In addition to sufficient land allocated to streets, street networks are well connected, with intersection density levels higher
than 100 intersections per one square kilometer
•However, the relatively high level of land allocated to streets in the city core is not observed in most suburban areas of these cities. In most
suburban areas, the proportion of land allocated to streets is less than 10 per cent, a level which is insufficient to provide a connected street
network. Suburban areas comprise both high-income neighborhoods and low-income ones. Both types of neighborhoods are poorly connected, but
due to different levels of populationdensity, the per capita land allocated to streets is quite different, with high-income neighborhoods having
higher levels than poorer ones.
•The large gap between street connectivity in the city core and in the suburban areas is a reflection of the huge inequalities in most cities belonging
to this group. The highest income inequalities are observed in Cape Town and in all the Latin American cities included in this group. In South
Africa, huge inequalities in access to land between the city core and the suburbs are the result of spatial demarcation between European settlers
and the indigenous African population.
-Richard
•The moderate levels of land allocated to streets in these cities do, however, facilitate the provision of other services, such as water and sewerage,
which are normally laid out along the paths of existing streets. The provision of basic services is almost universal in these cities in general,
with connections to piped water, as well as to sewerage systems. However, considering the high frequency of flooding in some of these cities, we
can assume that the opportunity offered by the availability of streets is not equally exploited to set up adequate drainage systems.
Cities with high levels of land allocated to streets (more than 25 per cent)
•This group comprises only two cities, all from Asia, namely, Tokyo and Hong Kong, where the proportion of land allocated to streets is 28
per cent and 33 per cent, respectively. Both cities are well developed and contribute significantly to the GDP of their respective countries.
Land allocated to streets in these two cities is similar to that observed in most cities of the developed world.
•Hong Kong and Tokyo have well connected street networks with a high intersection density (382 and 324 intersections per km2, respectively)
within a lengthy street network. The city of Hong Kong shows that the amount of land allocated to streets is not necessarily associated with the
size of the city but to the street planning adopted by the city.
•The city holds amongst the highest population densities (more than 25,000 inhabitants per square km) in the world. The Japanesemega city of
Tokyo has not adopted a perfect grid pattern, but has allocated sufficient land to streets.
• The suburbs of Hong Kong and Tokyo do not allocate sufficient land to streets – less than 15 per cent. In addition, the intersection density is far
below 100, indicating the prevalence of gated communities with a predominance of cul-de-sacs. As has been observed in cities of the
developed world, gated communities are also a growing trend in Tokyo and Hong Kong, with wealthy households opting to live far from the
outskirts of the city, constituting their own city and presenting an image of two cities within one city

COMPOSITE STREET CONNECTIVITY INDEX

•Street connectivity is determined by the amount of land allocated to streets, the length of the street network and the number of intersections along
the network. A city with wide streets within a very limited street network and low intersection density is considered a city with low street
connectivity because the width of the streets is not complemented by a larger street network and higher street
density. Similarly, a city with a lengthy street network and dense intersections may not quality as a city with high connectivity if the streets are
very narrow.
The Composite Street Connectivity Index (CSCI) aims to assess the connectivity of a street considering its width, its length and the number of
intersections, all in relation to the total land area of a city

Cities with a CSCI equal to or above 0.800: Only three cities feature in this group, namely, Tokyo, Hong Kong and Cape Town. These cities have
high street connectivity in their city core. They have streets sufficiently wide to accommodate all types of users, sufficient to reach all
neighborhoods and corners, and sufficient intersections to accommodate all users. However, it should be noted that in these cities streets are so
busy with motorists that there is little room left for other users.

Cities with a CSCI of between 0.600 and 0.800: Cities with moderate to high proportions of land allocated to streets (between 20 per cent and 25
per cent), such as Mexico City, Guadalajara, Medellin, Bogota and Singapore, also have a moderate Composite Street Connectivity Index (CSCI),
that is between 0.600 and 0.800. Their level of connectivity is sufficient to promote infrastructure development and to ease connections to basic
services, such water, sanitation facilities as well as drainage systems. However, their suburban areas are very poorly connectivity, with a CSCI of
below 0.300.

Cities with a CSCI of between 0.500 and 0.600: This group includes Beijing, Chandigarh Alexandria, Johannesburg, Casablanca and Sao Paolo.
Interestingly, some cities in this group have low levels of land allocated to streets, but higher intersection density (ID) increases the value of their
CSCI. For12/16/2021
instance, Alexandria has a LAS index lower thanGroup
that of otherdesign
v urban of cities in this group, but due to its high ID, it has a CSCI similar
presentation 109 to the
other cities in the group. The city of Alexandria is planned in grid pattern that favors good connectivity.
SLUM PREVALENCE LINKED TO LACK OF STREET NETWORKS

Lack of streets an obstacle to provision of basic services in slums and suburban areas
•Lack of streets in cities means that cities’ ability to provide services, such as safe water and adequate sanitation, is severely hampered. Water and sewerage systems are
usually planned along existing street networks, and when these are non-existent, they make it difficult for authorities to provide these services.
•Slums are defined by the absence of these services, along with lack of secure tenure, non-durable housing and overcrowding. One out of every three people living
in cities of the developing world lives in a slum. The number of slum dwellers continues to grow, due in part to the fast pace of urbanization. The number of
urban residents living in slum conditions is now estimated at some 863 million, compared to 650 million in 1990 and 760 million in 2000.
•Streets in slums have multiple functions, more than in other neighborhoods. This is because in most slums streets are the only public space available. Streets
in slums tend to be multi-layered entities instead of clearly zoned areas of use and types. They are host to multiple activities which co-exist and replace each other at
different times of the day. They serve as transport space within the slum for pedestrians and passenger and goods vehicles and connect the slum with the city.

Lack of adequate drainage systems, the source of flooding in cities of the developing world
•In slum areas, people live on dirt roads with poor drainage that contributes to serious flooding during the rainy season. In many African cities,
flooding occurs every rainy season. This makes the streets inaccessible, particularly during the rainy season. Flooding is also the source of
accidents, particularly amongst children and the elderly. In addition, it spreads disease as contaminated water is the source of many water borne
diseases.
Lack of streets- obstacles to mobility in slums and suburban areas

•In most African, Asian and Latin American and Caribbean cities, the poor walk to reach their places of work because they cannot afford the cost
of public transport. In slum areas, most people are forced to walk to reach services and facilities using narrow, unpaved streets without sidewalks.
In fact, the few streets built are arterial and are meant for motorizedmeans of transport.12 Pedestrians are exposedto car accidents which
sometimes claim their lives.
Cycling
Streets in Africa, Asia and Latin America and the Caribbean also lack bicycle paths. Like pedestrians, cyclists are pushed off the road by cars.
This is the cause of a high number of accidents involving cyclists. Very few households own a bicycle. Less than 25 per cent of households in
cities of the developing world, especially in Africa, own bicycles compared to near universal ownership in cities of the developed world.

Public transport
Due to their bad condition, the streets in developing regions discourage the use of large buses and promote the use of minibuses, taxis, and
motorcycles, which have greater maneuverability than large buses but are not as efficient a means of urban mass transit. Dedicated bus lanes are
rare, or absent altogether. Bus stops, bus shelters, and other facilities for passengers are scarce and in a poor condition.17 Bus terminals are little
more than overcrowded parking lots, with no facilities for passengers.

APPLICATION TO NAIROBI RIVER REJUVENATION PROJECT -Richard
LESSONS LEARNT TO BE APPLIED TO NAIROBI RIVER

REGENERATION PROJECT
• Allocation of sufficient land to streets which improves the street
connectivity to other areas And also allows for good street density.
• Allocating sufficient land for streets in order to have the streets

serviced with water, and a sewerage system and also cabling along
the street.
• Creation of good street networks around slum areas which

have poor street connectivity,thus promoting crowding and the
areas become inaccessible and therefore services cannot reach
those areas. Road networks, drainage and sewerage systems need
to be installed in slum areas in order to improve their conditions
• Having streets and cities with a high connectivity index(0.8 and

above) that accommodate all types of users and having wide streets
which are sufficient to reach all neighborhoods and sufficient
intersections to accommodate all songs

05 CITY-WIDE PUBLIC SPACE STRATEGIES.
1.Introduction
2.Emerging Typologies
3.Global overview of city-wide public space strategies;

Introduction, Group 1 and 2
3.Global overview of city-wide public space strategies;

Group 3
4. Conclusion
Introduction -Brenda
.
• This publication summarizes 26 city-wide public space strategies from around the City-Wide Public Space Strategies
world .
• It also provides an analysis of their context and content, with the intention to This is a comprehensive, action-orientated strategy to secure, plan, implement
.
provide mayors, local authorities, planners and other city leaders with the and maintain public spaces in a city or town.
appropriate knowledge to develop their own city-wide public space strategy.
The benefit of preparing a citywide strategy is the protection and creation of a
• The compendium has a distinctly spatial focus i.e. Issues relevant to the network of high-quality public spaces, which can help governments to reduce
development of public space strategies, such as land, governance, legislation, inequalities.
financing, policy and inclusion, are addressed throughout. • However, in many cities, weak legal frameworks coupled with poor policy
• The guide outlines norms to follow when engaged in the development of a and weak political will have resulted in grabbing of public land, the capture
meaningful city-wide public space strategy. of benefit by private actors and conflict between communities and
government over the use of public space.
• As urbanization proceeds, low proportions of public space are created and
Public Space and Urban Development
secured i.e. Only 15% of its space for streets and sidewalks, half of the 30%
• Public space provides access to and connectivity between the key places in a city-- required. Much unplanned, informal urban development has only 2%
e.g. places of home, work and services--as well as protection from crime, shelter available for streets and sidewalks. In both cases, increasing this percentage
from climate, seclusion from traffic and the opportunity to rest, work and meet. after the fact is difficult and expensive. Hence, the city-wide strategy as well
as legislation, regulation and enforcement is a key mechanism to secure the
• Through its multi-functional and multi-disciplinary nature, public space also provision, vitality and utility of public space over the long term.
functions as a holistic integrator, actively promoting wider outcomes such as social
inclusion, gender equality, ecosystem services, governance, public health, safety, • Ultimately, well designed and comprehensive city-wide strategies
education, mitigation of climate change, public transport, energy and a local urban ensure the distribution of public space at many scales across the city,
economy that includes small and medium enterprises. as well as allowing governments to effectively prioritize, plan and
spend resources.

Introduction -Brenda
Types .of Public Spaces
Public space can be grouped into three categories based on accessibility and versatility, i.e.
Streets, open spaces and urban facilities.
Streets .
• These are thoroughfares that are based inside towns, cities and neighborhoods most commonly
lined with houses or buildings used by pedestrians or vehicles in order to go from one place to
another in the city, interact and to earn a livelihood.
• The main purpose of a street is facilitating movement and enabling public interaction. Moreover,
they provide the necessary rights-of-way for public utilities.
Open spaces
These are areas within the urban environment that are freely accessible to the public
for use, regardless of ownership, and are intended primarily for outdoor recreation and
informal activities irrespective of size, design or physical feature. An image of Mama Ngina street
They include: parks, gardens, playgrounds,
public beaches, riverbanks and waterfronts.
Urban Facilities
These are publicly-owned facilities
might either be accessed freely or in
some cases an access fee is requested.
They have operating hours within which
people can access them and they
include: civic/community centers,
public libraries, public sports facilities
and municipal markets. Stockholm Public Library, Sweden Inside
12/16/2021
Stockholm’s Library.Group v urban design presentation Boston Public Garden, USA Boston Public Garden by Robert
115
Laliberte is licensed under CC BY-NC 2.0
Emerging Typologies -Brenda
.
TYPOLOGIES OF CITY-WIDE PUBLIC SPACE STRATEGIES
SCALE AND SCOPE
.
Ambition and Practicality
• This cluster is a three dimensional cluster, involving mapping, for each
of the 26 city strategies, i.e.:, on the x-axis, the size of the area of the
municipal government; on the y-axis, the size of the area addressed by
the strategy; and on the z-axis, the net area that results when the unbuilt
area within the scope of the strategy is subtracted by the built-up area
outside the scope of the strategy, can be positive or negative.
• Four strategies are decidedly larger than the municipal boundaries of the
city they address i.e.
• Type 1 in red,. It is worth noting Chengdu in the extreme upper right--a
very large city with an even larger strategy--and Abu Dhabi slightly
outlying the others--while its strategy is not larger than the area of the
city’s jurisdiction, it covers significant areas of land outside of it.

• .
At the other extreme, several strategies are smaller--some far smaller--than the municipal
boundaries of the city that they address type 3 in yellow. Though all of these strategies are dealing
with areas larger than a single site--e.g. a neighborhood or riverfront--they are arguably citywide,
.
and may raise the question of whether they are achieving their full potential. Nevertheless, each
constitutes a legitimate attempt to connect individual sites—whether parks, streets or facilities—
AREA OF POTENTIAL IMPACT
(UNBUILT AREA INSIDE
to form an improved system of sites. STRATEGY MINUS BUILT AREA
• The majority of strategies, i.e. 17 are co-linear with their respective municipal boundaries in type OUTSIDE, SQ KM)
2 in black. They can be said to be city-wide administratively. Given the match of the territory they
address with that of the primary governmental decision making and enforcement entity, they may
also be the most practical and realistic.
• The categorization into these three types forms the basis of the structure of the body of the
compendium with types 1, 2 and 3 each constituting separate sections, which are further
subdivided according to the next topological group (potential impact).
Potential Impact
• Second we compare (1) the scale of the municipal boundary with (3) the net unbuilt area inside AREA OF POTENTIAL IMPACT
the strategy (i.e. the area of as yet unbuilt land inside the territory covered by the strategy - the (UNBUILT AREA INSIDE STRATEGY
built-up area outside the strategy). MINUS BUILT AREA OUTSIDE, SQ
KM)
• Then we do the same for (2) the scale of the strategy with (3) the net unbuilt area. This assesses
the potential impact of a given strategy.
• The purpose of this exercise is to encourage and incentivize planners, designers and municipal
policy makers to take action beyond the individual site with the goal of creating an interconnected
system across the city, and to think more broadly about ‘the city’ beyond its jurisdictional
boundaries and including the entire, contiguous, functional built-up area of the metropolitan area. The figures illustrate the tendency for larger municipalities and larger strategies- -particularly type 1 (in
red) to rate at a higher level of potential impact on future spatial development given the (often, but not
always) relatively high proportion of unbuilt land within their purview. Conversely, and not surprisingly,
12/16/2021 smaller municipalities and smaller strategies--particularly type 3 (in yellow) demonstrate relatively little
promise for potential impact on future spatial development.
ROLE. AND GOVERNANCE: MEANS-ENDS DIMENSION

Attributes of Strategies as Means
Means and Ends • Wider goals denote the claim of broader goals which a public space strategy is
. supposed to serve. Examples of such broader goals include, but not exclusive to,
climate change, tourism and economic development, cultural heritage
preservation, etc.
• Broader frameworks/plans mean the strategy is an element of a plan and/
or aligned with other planning documents. For example, some public space
strategies account for part of a city’s master plan or climate action plan.
Attributes of Strategies as Ends

• Supporting policy refers to the presence of complementary policies, programs,
regulations and laws that are designed to promote the accomplishment of the
public space strategy. Examples range from banning of on-street parking and
the suspension of vehicle use during weekends to public land acquisition and
zoning tools.
• Ad hoc administrative structure means establishment of new organizational
structure for purposes of implementing, supervising, or evaluating a strategy.
This is a two-dimensional cluster. Several attributes are present across different
• Implementation plan stands for the preparation of concrete implementation
strategies and can be associated with two aspects of a strategy.
plan and road map to realize the goals of a strategy
1. Role of a strategy. • Special funding denotes financial resources arranged specifically for the
• A citywide public space strategy serves as means to other broader social/ implementation of a strategy
economic/environmental goals in some of the cases and as ends in itself in others. • Measurable goals are goals raised by a strategy
2. Governing character of a strategy. that can be measured and quantified with existing technology and methodology.
• Development and implementation depend on a government-led approach in some
cases and a network approach in others. Group v urban design presentation 118
.
Government- and Network-Led • Dedicated public agencies that are designated to be responsible for
implementing the strategy (also a good predictor of political commitment to
What are at both ends of a dimension are sometimes not exclusive to each other. For
the strategy and accountable implementation
example, a strategy that is characterized by the participation of diverse actors in the
.
preparation can be initially started by the municipal government and highly depends on
Public land (i.e. publicly owned land) and its leverage in developing public
spaces.
public financing to be implemented. Nevertheless, the 26 strategies can be grouped as
• Public funding and investment in the development of public spaces.
follows;
• Legal measures that the the government takes to promote the goals
• Ten cases in the category of government-led strategies as means: Bogotá, Buenos underlying a strategy.
Aires, Casablanca, Cape Town, Chengdu, Edinburgh, Ekurhuleni, Pune, St.
Petersburg and Wuhan. Attributes of Strategies that are Network-Led
• Six cases in the category of government-led strategies as ends: Melbourne, • Multiple levels of government refer to the engagement of higher or lower
Singapore, Prague, Moscow, Greater Cairo and Abu Dhabi. levels of government alongside the municipal-level government
• Two cases in the category of network governed strategies as means: Mexico City • International actors denote the presence of foreign parties in the
and Rio De Janeiro. development of a strategy
• Eight cases in the category of network-governed strategies as ends: Ahmedabad, • Community engagement means the inclusion of local communities in
Christchurch, Toronto, Barcelona, Zürich, Boston, Istanbul and North Vancouver preparing, implementing, and evaluating the strategy
District. From this one can see a fairly strong tendency for governments to employ
city-wide public space strategies as means to wider goals and for network-led • Private sector consultancy stands for the participation of private sector
strategies to employ public space as an end it itself. Strategies that have been actors in developing a strategy
designated as ambitious (red) are all government led. This could be a result of the • PPP financing stands for the establishment of public-private-partnership
desire for greater municipal control of areas driven by government ambition. mechanisms to finance the implementation of a strategy
• Flexible land ownership denotes the leverage of privately-owned land
GOVERNMENT-NETWORK DIMENSION
• Local knowledge highlights the respect for local people’s
Attributes of Strategies that are Government-Led
understanding of their living environment in the development of a
• Leadership by government agencies that take the initiative to develop the strategy and strategy
play a lead role in it.

APPLICATION TO NAIROBI RIVER REJUVENATION STUDIO PROJECT -Brenda
• Consider important Issues relevant to the development of public space strategies, such as land, governance, legislation, financing, policy and inclusion.
• Design with context in mind. This provides architects alongside leaders like mayors, local authorities, planners and others with the appropriate knowledge to
develop their own city-wide public space strategy.
• Consider goals like climate change, tourism, economic development and cultural heritage preservation as these change with time, so the design should be able
to address them at any one point.
• Respect public land during design, for example, Kamukunji grounds, Muthurwa primary school, etc. as these belong to the people and the government.
• Ultimately design an appropriate spaces to ensure the distribution
of public spaces at many scales across the site, as well as allowing governments to effectively prioritize, plan and spend resources.
• Design public spaces appropriately so that people can be able to enjoy them since they connect key spaces of work to people’s homes and services.

Global overview of city-wide public space strategies;
-Davis
GROUP ONE: STRATEGIES LARGER THAN MUNICIPAL BOUNDARIES
GREATER CAIRO EGYPT :URBAN DEVELOPMENT STRATEGY
.
Shortage of housing units has lead to rapid growth of residential areas.
Cairo has a very high density urban core.
.
A considerable amount of desert was put to sale by the government , gated
communities and other upscale developments started multiplying.
-Public spaces were gradually eradicated and there was deterioration of road
networks and sidewalks
a)Improving residents’ living conditions and quality of life

b)Improving environmental conditions and sustainability
c)Developing the infrastructure of the metropolitan transportation network
d)Developing new urban centres that are attractive to diverse communities
e)Creating an environment conducive to tourism
f)Reviving the central area of Greater Cairo
spaces that link residential areas to the main urban core
h)Renovate existing public places and green areas inside the Greater Cairo area
i)Restore pedestrian pathways on the shores of River Nile to provide public entertainment
tourism functions
j)Protect and rehabilitate archaeological and historical sites
k)Pedestrianize the full one-kilometre length of Al Moez Street and transform its antique
buildings into an open museum
l)Establish underground parking areas to expand pedestrian space in squares and streets
m)Reallocate space from the main traffic arteries to accommodate more walking, cycling
and public transportation
-Davis
GROUP TWO: STRATEGIES ALIGNED WITH MUNICIPAL BOUNDARIES- HIGH POTENTIAL FOR IMPACT
PRAGUE CZECHIA PRAGUE
.
PUBLIC SPACE DEVELOPMENT STRATEGY Key elements in public spaces
(Public space manual)
TYPOLOGY
Describes on a general level the various kinds of public spaces
and their role in the city. It serves as the basis for defining the
character of such spaces and the principles and rules for designing
them
LAYOUT;Focuses on the quality of public space from the
perspective of organizing traffic
ELEMENTS-Describes the specific rules and
principles applicable to the individual components of public space
that are categorized by type.
-Davis
STRATEGIES ALIGNED WITH MUNICIPAL BOUNDARIES MIXED POTENTIAL FOR IMPACT;RIO DE JANEIRO
BRAZIL RESILIENCE STRATEGY OF RIO DE JANEIRO.
.
The capital of Brazil until 1960, Rio de Janeiro has recently undergone
fast and disorganized growth.
The quality of urban space varies within the city, with many neighborhoods lacking open green space.
A vibrant public realm does exist however, as evidenced by the
.
carnival celebrations and the lively street life that plays out in the city’s
streets and beach public spaces.
STRATEGIES
a)Understand and mitigate the impacts of severe weather
Mobilize Rio to be prepared to respond to extreme weather events and other shocks
b)Cultivate green, cool, and safe urban spaces
c)Provide high quality basic services to all citizens
d)Promote a circular and a low carbon economy
e)Increase the overall resilience and cohesion of the city and
its people (Wowl and Sandholz 2018) the specific actions to be implemented in order to provide public
green spaces that foster resilience and environmental.
conservation. These include the following three initiatives.
Installing LED street lighting- . The initiative will ensure that public spaces are safe and accessible at
any particular time for all ages and genders. The LED lights will form a part of a ‘smart grid’ that will
integrate sensors which notify authorities of criminal activity, traffic conditions, neighbourhood
microclimates and levels of saturation of road infrastructure.
Stimulating arboured squares- amenities such as water fountains, recycle and compost mini-centres and
green roofs will be installed at city parks
to incorporate aspects of resilience.
Making mobility more resilient - By incorporating the bus rapid system, light rail and bike paths the
public transportation system will be optimized. Apart from promoting resilience, it will also provide an
opportunity for development of green, safe and walkable urban spaces. 123
-Davis
GROUP TWO: STRATEGIES ALIGNED WITH MUNICIPAL BOUNDARIES BACKGROUND
LOW POTENTIAL FOR IMPACT Melbourne is Australia’s second largest city, and is located within the state of
.
MELBOURNE, AUSTRALIA Victoria
Around 75 per cent of the population of Victoria lives in Melbourne.
Growth is expected to concentrate in urban renewal areas in the west
and south of the municipality of Melbourne.
. A distinctive feature of Melbourne’s public spaces are lane ways, which
began as rear access to properties that had frontages on main streets.
These have been transformed into places of cultural and retail activity, with some
being roofed over to form more formal arcades.
STRATEGIES
Open spaces at this level were recommended for upgrade, while other areas
were proposed for new spaces.
• Melbourne Municipality proposes to accommodate future population in
multi-level buildings to enhance denser, better integrated and com
pact neighborhoods that are walkable and promote mixed-use.
• A 500 meter walkable distance is used for state, capital city, regional,
municipal and neighbourhood open space, and a 300 meter walkable
distance is used for local and small local open space The strategy
document provides direction for open space in Melbourne for the next 15
years, with a clear frame work plan and action plan
• A key objective of the strategy was to enhance the open space net
work and improve the proximity of these spaces to communities within
walking distance, especially in areas where population growth
was expected.
APPLICATION TO STUDIO PROJECT. -Davis
. Design environment that users

a)Walk along
b)Getting across
c) Good conditions for hearing, walking, interesting facades , good
surfaces, standing , sitting, seeing and activities
d)Enjoyment-Positive aspect of climate, scale and the overall experienc
e)A city for all- Even the differently abled!
f)Visual quality
g) Have Opportunities to rest
h) Protected against Traffic accidents, Fear of traffic and other accidents
Crime and violence, unpleasant sense/experiences.

-Solomon
Group 3
Sustainability being the baseline, many cities have come up with varying strategies with ‘Scale & Scope’ and
‘Role & Governance’ being the major variables. With reference to the compendium, the following matrix
. summarizes the projects’ input.
12/16/2021 126
Group v urban design presentation
-Solomon
Group 3
VARIABLES
SCALE & SCOPE
.
Examines and compares the extent of the strategy for each city with regards to the strategy size ,
municipality size and the net unbuilt area; boils down to ambition, practicality and potential. From the
. compendium it’s evident that cities that take into balance strategy size to jurisdiction size in tandem to the
unbuilt area (easy to manipulate or acquire) achieve optimum potential impact due practicality.
12/16/2021 127
-Solomon
Group 3
ROLE & GOVERNANCE
. • Examines whether in a given strategy the

improvement of public space is the end or means
and if the primary initiator was a centralized actor
. or more networked one.
• Inconsiderate of the initiator, Government or

Networked entity that can be higher/International
or Community/lower than the municipal
government ;cooperation is best to be in tandem
with regulations while still advocating both for
community needs & sustainability.
• An example is Nairobi Metropolitan merging with

UN to rejuvenate the city to satisfying both global
& local goals. On Strategies as an End; goals
include banning of on-street parking and use of
vehicles in CBD on weekends whereas on
Strategies as a Means its not just limited to climate
change, cultural heritage preservation but extends
to economic development too.
12/16/2021 128
-Solomon
Group 3
. CASE OF IMPACTFUL STRATEGIES

City-Wide Public Space Strategy being an action-oriented approach to setting up, planning, implementing and maintaining
a system of public space in a city or town. It confronts the present state of the public spaces, assesses the city’s needs and
. demands and ideally presents some type of collective, future-oriented vision and goals.
Using cities whose strategy is aligned with municipal boundary, the following is a list realistic and of high potential
strategies;
a) Singapore - Master Plan ,perpetually reviewed every five years (2024 next review)
b) Cape Town, ZA - Urban Design Policy, to counter segregation initiated by apartheid
c) Christchurch, NZ - Public Open Space Strategy, to improve visitors & residents’ experience
d) Edinburgh, UK - Public Realm Strategy, long term strategy to satisfy citizen’s health, biodiversity and local economy
hence a sustainable approach being a UNESCO Heritage Site.
12/16/2021 129
-Solomon
Group 3
CONCLUSION
.
• Ambition checked against practicality, strategies extending beyond municipal boundaries are prone to failure in
delivery whereas small scale ones are of less impact in comparison to input.
. • The more unbuilt land a strategy encompasses, the higher the potential to have a deliberate and positive impact on the
form of development.
• Legitimacy and longevity is achieved when a strategy is both supported by the Government as and Networked actors
that can be Cd Cs (Community Development Councils);lower than City Municipal or United Nations (International
entity) higher than the Municipal.
• An optimal strategy ensures viable & vital green space provision while foreseeing complications such as
gentrification and finding subtle ways of countering it through zoning regulations to avoid social segregation.
• Most successful strategies are sustainable by catering for local economy, social well-being and nature/biodiversity and
the government as whole through micro-climate control, citizen’s productivity, export/tourism to preserved cultural
heritage sites & attraction of international consortiums that set up businesses in the country hence improving its GDP
through employment creation from sourcing to service delivery that reflects to living standards as well.
12/16/2021 130
APPLICATION TO NAIROBI RIVER REJUVENATION STUDIO PROJECT -Solomon
1. The strategy should be supported by both Nairobi Metropolitan Service & Networked entities such as United Nations and subject
Community to avoid redundancy of the project.
2. Utilization of unbuilt area and resettlement of shanties on government land to new social housing scheme so as to regenerate vast riparian
corridor that will catalyse it’
3. Use the riparian to the community’s advantage by establishment of a promenade (continuous from Gikomba to CBD/Globe) that only
caters for pedestrians and segregated for cyclists too establishing safety that will see a major switch from use of public transport that uses
complexity of city navigation to its advantage. This will also reduce traffic caused by short distance public transport and create way for
vehicles supplying the commercial Gikomba with supplies hence efficiency.
4. Banning use of private vehicles within Gikomba will also discourage gentrification of properties along Nairobi River hence catering for
the existing community after formalization of social housing, commercial space and green space. This will also reflect to reduced carbon
emission.
5. The design strategy should also be sustainable to aid meet global goals and accommodate humans, fauna & flora while still being viable
to the municipal as an autonomous entity overseen by a board made up of the built environment associations and ingenious think tank.
12/16/2021 131

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GROUP V URBAN DESIGN ASSIGNMENT PRESENTATION

1 . City for people.

. Image of the city.

12/16/2021 Group v urban design presentation 2

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 Cities must urge urban planners and architects to reinforce

12/16/2021 Group v urban design presentation 6

 The sustainable city is strengthened generally if a large part of the

12/16/2021 Group v .urban design presentation 7

Better conditions for cyclists-more cyclists.

12/16/2021 Group v urban design presentation 9

Better city space, more city life.

12/16/2021 Group v urban design presentation 10

• If better city space is provided, use will increase.

Every summer the motorway along

12/16/2021 Group v urban design presentation 11

The city as meeting place.

12/16/2021 Group v urban design presentation 12

Multifaceted city life.

12/16/2021 Group v urban design presentation 13

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 The human senses and mobility is the natural starting point of

Low buildings are in keeping with the human horizontal

12/16/2021 Group v urban design presentation 16

 Communication from buildings to their surroundings is excellent from

 Our sensory apparatus are adapted to walking. When we walk at our

The 60 km/h (37 mph) scale has

12/16/2021 Group v urban design presentation 19

 Warm, intense contacts between people take place at

12/16/2021 Group v urban design presentation 21

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Saint Marks Basilica, Venice..

Strøget Street, Copenhagen, Denmark. Casabruno Quadros, Barcelona.

12/16/2021 Group v urban design presentation 25

12/16/2021 Hong Kong, China Group v urban design presentation 26

 Design a 5 km/h architecture/slow architecture which is based on sensory experience; small

Scale shift at the Singapore River.The old four-to-five story

12/16/2021 Group v urban design presentation 29

vertical relief in the façades

12/16/2021 Group v urban design presentation 33

THE SAFE CITY

Safety and traffic

Ordinary concern means safer cities

12/16/2021 Group v urban design presentation 37

THE SUSTAINABLE CITY

Pedestrian and bicycle traffic takes less space

THE HEALTHY CITY

Exercise as a natural part of daily life

12/16/2021 Group v urban design presentation 41

Walk Psychology REQUIREMENTS FOR GOOD CITIES

Nairobi,Gikomba market Street furniture as support points

Goods places, fine scale

 Beautiful cities – Good experiences  Good cities for cycling

12/16/2021 Group v urban design presentation 48

GOOD CITIES FOR STAYING

GOOD CITIES FOR MEETING

§ J an Gehl s tates that as it was traditionally cities planned

The city of Athens, Greece

12/16/2021 Group v urban design presentation 50

COMPOSITE STREET CONNECTIVITY INDEX

SLUM PREVALENCE LINKED TO LACK OF STREET NETWORKS

Lack of streets- obstacles to mobility in slums and suburban areas