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“Urbanism in the Age of Climate Change”

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... A diferencia del automóvil, el transporte público tiene una lógica colectiva, y es este el punto de partida de su dinámica de desplazamiento que nace desde la convergencia de los puntos de origen, destino y atractores de viajes para establecer rutas de transporte y la conectividad entre ellas, sin embargo, el uso indiscriminado del vehículo particular y la planeación urbana centrada en su uso (Calthorpe 2011) ha fomentado la especialización de las zonas de la ciudad en usos productivos o residenciales, hasta en punto de llegar a generar expulsiones de los municipios y localidades cercanos a las zonas metropolitanas donde el porcentaje de población residente es mucho menor a la que desempeña una función laboral en las zonas más centrales o de mayor atracción de viajes, siendo muchas veces estas periferias las que alojan a las personas de estratos socioeconómicos bajos en espacios segregados (Kaztman 2016) así como espacios periféricos articulados a las zonas productivas donde se crean guetos urbanos de estratos socioeconómicos altos (Cabrales . ...
... (Fernanez Milan 2015), de la articulación con el sector público y privado (Cervero, Transit-Oriented Development and Land Use 2012) y el respeto por la diversidad social a escalas humanas (Calthorpe 2011 1.5. La movilidad urbana como derecho humano. ...
... Peter Calthorpe (Calthorpe 2011) menciona tres formas básicas de trazas viales basadas en su capacidad articuladora de actores en la movilidad basada y que toman al transporte púbico como eje central: ...
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En la presente investigación se construyó una propuesta de Sistema Integral de Transporte Urbano Masivo (SITUM) para el Área Metropolitana de San Luis Potosí – Soledad de Graciano Sánchez mediante la realización de análisis espaciales en un Sistema de Información Geográfica donde se evaluaron diferentes elementos que definen los patrones de uso y demanda del Transporte Urbano Metropolitano como son la densidad de vivienda y la distribución espacial del trabajo en la mancha urbana, estableciendo puntos atractores de demanda potencial. Se realizaron trabajos de georreferenciación de los patrones de uso de las unidades en diferentes rutas, obteniendo una muestra de la distribución espacial de ascensos, descensos y principales flujos de pasajeros en conjunto con patrones reportados mediante encuestado. La articulación del sistema fue realizada mediante análisis de áreas de servicio en red y selección de nodos de mayor abastecimiento de transporte utilizando la información con una desagregación a nivel de manzanas tomando en cuenta las vialidades de mayor flujo de pasaje en la actualizad así como los principios base de accesibilidad, conectividad, articulación con los espacios públicos y espacios de importancia urbana y la capacidad de articularse con todos los modos de transporte existentes en la ciudad acorde a los planteamientos de los modelos de Desarrollo Orientado al Transporte que buscan dar un reordenamiento integral de la ciudad partiendo desde la movilidad y la planeación urbana, generando una mayor sustentabilidad ambiental a través de la eficiencia de la movilidad, la reducción del uso del automóvil y el fortalecimiento del tejido social.
... To accommodate tens of millions more Americans and to reduce greenhouse gas emissions, development must be concentrated on reviving cities, infill development, and the adaptive re-use of urban and suburban sites and buildings (Calthorpe 2010). McHarg's concept of integrating nature and the built environment has value in helping to revitalize cities and densify suburbs, rather than aiding the further expansion of metro areas. ...
... Metro-regional comprehensive plans with a strong ecological element are needed. To implement these plans will require such measures such as urban growth boundaries to enforce compact development, restrictive zoning, and land preservation in the countryside to limit sprawl; inside the growth boundaries, there must be adequate infrastructure, density, and a mix of land uses and greenspace to accommodate the large majority of new development (Calthorpe 2010). ...
... To place McHarg in his historical context, it is important to note that climate change has become the leading environmental issue only within the past 20 years, well after McHarg formulated his theory of regional ecological planning (Calthorpe 2010). In 2018, the Intergovernmental Panel on Climate Change (IPCC) reported that the world has only 12 years in which to reduce greenhouse gas emissions to keep global temperatures from rising less than 1.5 °C since the start of the Industrial Revolution (IPCC 2018). ...
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Ian McHarg’s theory of regional ecological planning is a milestone in the history of planning and socio-ecological practice. The use of science—geology, physiography, soils, hydrology, and vegetation—to determine the appropriate locations for development marked a distinct departure from planning based on promoting economic growth. McHarg tested his theory in practice, most notably in three projects in the USA: The Metropolitan Open Space study of greater Philadelphia, The Plan for the Valleys in Baltimore County, Maryland, and The Woodlands, a new town outside of Houston, Texas. New challenges to regional ecological planning have arisen in the past 30 years: population growth, infrastructure needs, climate change, and social equity and environmental justice. McHarg’s emphasis on the integration of nature and the built environment is still valid, especially in urban/suburban areas, where the use of green infrastructure has gained popularity. McHarg advocated some separation of rural areas from urban/suburban areas to protect farmland and curb sprawl. But more separation is now necessary given America’s much larger and dispersed metropolitan populations. Also, greater emphasis is needed on social equity, environmental justice, and the sustainability of the built environment to provide more affordable housing and to produce more resilient, healthy, walkable, and mixed-use cities and suburbs that rely on mass transit to reduce greenhouse gas emissions.
... As cities will most likely continue to be the home of the majority of people, it is important to ensure that they are as livable as possible also for the future generations, whereas the extent to which the twenty-first century will be sustainable largely depends on the sustainability of cities (Ahern, 2011). Various spatial planning approaches offer guidance to sustainable cities (e.g., Jabareen, 2006;Ahern, 2011;Shen et al., 2011;Calthorpe, 2013;Hajer et al., 2015) and empirical models are valuable in assessing whether the normative elements of those approaches have the intended effects in practice (Echenique et al., 2012;Geertman et al., 2013;Pelzer et al., 2014). However, there are numerous challenges in bridging normative with empirical urban models (Batty, 2004;Brooks et al., 2012;Pelzer et al., 2015), as well as in the policy integration of multiple sustainability objectives (Shen et al., 2011;Le Blanc, 2015). ...
... Urban form, urban growth, and the spatial arrangement of resources and activities are central in planning sustainable cities (Ahern, 2011;Echenique et al., 2012;Calthorpe, 2013). How those elements are handled by markets and planning institutions have been shown to affect various aspects of living conditions on which the SDG's are focusing, from socioeconomic conditions to the production and consumption of resources and the state of the urban environment (see e.g., Glaeser and Gottlieb, 2009;Brueckner, 2011;Perino et al., 2014). ...
... The results also confirm a few key elements noted elsewhere in the literature concerning the relation of urban form to sustainability. Firstly, it appears that the notion of the compact city, although promising as a normative design concept (Calthorpe, 2013), is not enough to promote sustainable cities: type C is a high performer but has drivers that realize dispersed growth; whereas, although types F and B are high performers and grow in a contiguous manner, they are characterized by other important aspects, such as slow growth rate (in both cases), multinodal form (type B), or social interaction (in both cases). Thus, it can be noted, in line with Echenique et al. (2012) and Williams (2005), that the notion of compact cities is not unconditionally sustainable; additional factors have to be in place. ...
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The concept of urban DNA has been frequently utilized to describe how a set of urban growth parameters may encode the manner in which cities evolve in space and the spatial forms they assume as they do so. The five growth coefficients of the SLEUTH (Slope, Land-use, Exclusion, Urban, Transport, Hillshade) cellular automaton model of land use change and urban growth are often seen as an operationalization of urban DNA. For both theoretical urban studies and applied urban modeling, it is important to further develop this concept by understanding whether main urban DNA classes relate to distinct outcomes in terms of livability and sustainability. This study initiates this line of research by gathering empirical evidence about urban DNA and livability-sustainability indicators across a global sample of cities. It produces a behavioral taxonomy of cities according to their urban DNA and performance in livability and sustainability indices and indicators, and attempts a further link with the concept of urban commons. The results show that, notwithstanding variation across cities, it is possible to distinguish six such types of cities with relatively distinct behaviors and performances:
... As cities will most likely continue to be the home of the majority of people, it is important to ensure that they are as livable as possible also for the future generations, whereas the extent to which the twenty-first century will be sustainable largely depends on the sustainability of cities (Ahern, 2011). Various spatial planning approaches offer guidance to sustainable cities (e.g., Jabareen, 2006;Ahern, 2011;Shen et al., 2011;Calthorpe, 2013;Hajer et al., 2015) and empirical models are valuable in assessing whether the normative elements of those approaches have the intended effects in practice (Echenique et al., 2012;Geertman et al., 2013;Pelzer et al., 2014). However, there are numerous challenges in bridging normative with empirical urban models (Batty, 2004;Brooks et al., 2012;Pelzer et al., 2015), as well as in the policy integration of multiple sustainability objectives (Shen et al., 2011;Le Blanc, 2015). ...
... Urban form, urban growth, and the spatial arrangement of resources and activities are central in planning sustainable cities (Ahern, 2011;Echenique et al., 2012;Calthorpe, 2013). How those elements are handled by markets and planning institutions have been shown to affect various aspects of living conditions on which the SDG's are focusing, from socioeconomic conditions to the production and consumption of resources and the state of the urban environment (see e.g., Glaeser and Gottlieb, 2009;Brueckner, 2011;Perino et al., 2014). ...
... The results also confirm a few key elements noted elsewhere in the literature concerning the relation of urban form to sustainability. Firstly, it appears that the notion of the compact city, although promising as a normative design concept (Calthorpe, 2013), is not enough to promote sustainable cities: type C is a high performer but has drivers that realize dispersed growth; whereas, although types F and B are high performers and grow in a contiguous manner, they are characterized by other important aspects, such as slow growth rate (in both cases), multinodal form (type B), or social interaction (in both cases). Thus, it can be noted, in line with Echenique et al. (2012) and Williams (2005), that the notion of compact cities is not unconditionally sustainable; additional factors have to be in place. ...
Article
Full-text available
The concept of urban DNA has been frequently utilized to describe how a set of urban growth parameters may encode the manner in which cities evolve in space and the spatial forms they assume as they do so. The five growth coefficients of the SLEUTH (Slope, Land-use, Exclusion, Urban, Transport, Hillshade) cellular automaton model of land use change and urban growth are often seen as an operationalization of urban DNA. For both theoretical urban studies and applied urban modeling, it is important to further develop this concept by understanding whether main urban DNA classes relate to distinct outcomes in terms of livability and sustainability. This study initiates this line of research by gathering empirical evidence about urban DNA and livability-sustainability indicators across a global sample of cities. It produces a behavioral taxonomy of cities according to their urban DNA and performance in livability and sustainability indices and indicators, and attempts a further link with the concept of urban commons. The results show that, notwithstanding variation across cities, it is possible to distinguish six such types of cities with relatively distinct behaviors and performances: multinodal, dispersed cities, with mixed outcomes (type A); multinodal, contiguous, slow-growing (type B); transport-oriented, dispersed, fast-growing (type C); large, buzzy, constrained (type D); dense, contiguous, fast-growing (type E); and transport-oriented, contiguous, interactive (type F) cities.
... Yet, it is important to recognize both the potential for climate change mitigation outside of the greenbelt itself as well as the possibility that the greenbelt may simply deflect development to less restrictive nearby counties. Ideally, greenbelts would result in more people settling in higher density urban areas that use less energy per capita and have lower per capita greenhouse gas emissions than sprawling suburbs (Calthorpe, 2013;Keeley and Benton-Short, 2018;Owen, 2010;Ž ivković, 2019). Cities offer more transportation options, such as transit, walking, and biking, and house more people in apartments than suburbs, which saves on heating and the use of fossil fuels (Calthorpe, 2013). ...
... Ideally, greenbelts would result in more people settling in higher density urban areas that use less energy per capita and have lower per capita greenhouse gas emissions than sprawling suburbs (Calthorpe, 2013;Keeley and Benton-Short, 2018;Owen, 2010;Ž ivković, 2019). Cities offer more transportation options, such as transit, walking, and biking, and house more people in apartments than suburbs, which saves on heating and the use of fossil fuels (Calthorpe, 2013). Alternatively, the urban density gains from greenbelts may be offset by the deflection of development in sprawling development patterns into nearby counties that do not have greenbelts; this is especially likely if greenbelts push up housing prices (Quigley and Rosenthal, 2005;Pendall, 1999). ...
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Greenbelts are large areas of open land close to cities and suburbs and are found in several countries, including the US. The basic purposes of a greenbelt are to limit the extension of urban growth into the countryside as well as to protect and preserve farmland, forestland, and natural areas. Recently, the value of greenbelts has been recognized for providing carbon sinks to store and sequester carbon. We analyze the performance of six greenbelt counties in limiting sprawl and retaining open land. We then compare six counties with greenbelts to 19 adjacent counties without greenbelts to show that greenbelt counties experienced less land conversion from 2006 to 2016. Next, we calculate the conversion of the land by four land cover types in the six greenbelt counties. Finally, we analyze the conversion of land cover types by their carbon storage and sequestration capacity to indicate which land cover types different counties should prioritize for protection and preservation in their greenbelts.
... Therefore, the study reinforces the arguments on medium-density urban fabric that is designed around walking and transit (as in Jeff Speck's Walkability City, Speck, 2018) or associated with particular patterns of urban design for living environments (as in Mehaffy and Salingaros, 2015;. It also verified factors concerning issues of climate change and energy matters that are addressed by Calthorpe (2013) in defining urban living environments. Accumulating these major works comes to the central argument of this paper, which is to suggest an energy-efficient urban form that can also, at the same time, be a more human-scaled and functional urban form. ...
... In most cases, the building footprint or surface coverage of the site is lower than 30% of the overall block, hence, rationalising an approach for higher residential units. Taken into consideration as a major planning pitfall in China, Calthorpe (2013) highlights the mistake of building highdensity sprawl, i.e., towers sitting amid a hostile and unwalkable ground level of busy arterials or unused spaces ) that may seem green yet ineffective for social uses. Therefore, the geometrical configuration and rowtype planning are developed through regulations in place on particular urban design metrics that may be recognised as the easiest form for long-term energy efficiency. ...
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Floor Area Ratio, commonly known as FAR, is a primary planning metric in urbanism. It is commonly known as the ratio of accumulated built floor areas against the size of a site/plot. In recent years, China's rapid urban development has resulted in a substantial increase in FAR, particularly in residential areas. A notable shift from low-rise row housing typology to a more common high-rise residential unit is certainly a key factor behind the increase of energy use in many Chinese cities. This factor highlights the need for a sustainable energy planning strategy at the community level. As a novelty, this study reflects on the FAR changes in the context of China, and evaluates the impacts on energy use at the community scale. This study tests four FAR models of 1.0, 2.5, 3.0, and 4.0 and provides a computational modelling analysis, with a comparison analysis. FAR models of 1.0 and 4.0 are typical models of low-rise and mid-to-high rise, respectively. Findings suggest FAR 4.0 as the least efficient for energy planning while FAR 1.0 is the least economically viable model. The results support policy development on FAR monitory, and paradigm shifts for future urban development models, particularly for the small to medium-scale residential compounds in cities.
... The dominant theme of the literature on suburbs over the past 20 years has been to make suburbs more urban to counter the sprawling auto-oriented suburbs (Beske and Dixon 2018;Calthorpe 2010;Dunham-Jones and WIlliamson 2009;Leinberger 2018;Williamson and Dunham-Jones 2020). To achieve greater urbanism, the literature emphasizes retrofitting existing development rather than building on greenfield sites (Beske and Dixon 2018;Leinberger 2018;Williamson and Dunham-Jones 2020). ...
... 32, 42;Williamson and Dunham-Jones 2020, p. 3). Calthorpe estimated that an energy-efficient suburban singlefamily home requires almost twice as much energy as an urban condominium and the suburban home uses more than twice as much energy for transportation (Calthorpe 2010, plate 3, See Fig. 1). ...
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The USA is the leading emitter of greenhouse gases among the developed countries, in part because it is the only developed country with more of its population in suburbs than in cities. Cities produce less greenhouse gas emissions per capita than suburbs. Meanwhile, the US and the world have been wrestling with the public health emergency of the COVID-19 pandemic. But as US cities recover from the pandemic, they are unlikely to add more population than their suburbs because of changes in favor of working from home, online shopping, and the search for more affordable housing and green space, as well as concerns about population density and contagious diseases. So, the challenge is how to design and redevelop suburbs to make them more environmentally, socially, and economically sustainable to address both climate change and the threat of future pandemics. A sustainable suburb scenario offers an alternative to the sprawling development, separation of land uses and income classes, and automobile dependence that characterizes the typical American suburban landscape. This essay reviews the literature on re-designing suburbs and describes and evaluates both a business-as-usual suburb scenario and a sustainable suburb scenario. Though challenges exist, sustainable suburbs will be needed in order to reduce US greenhouse gas emissions, to achieve greater resilience in adapting to the effects of climate change, and to guard against future pandemics while providing economic opportunities and greater equity over the long run.
... They are an alternative that provides choice not only in transportation mode but, more fundamentally, in lifestyle." (Calthorpe, 2011) TOD is an urban model with design and planning around public transport, constituted by compact neighborhoods, with high density, that allows people to enjoy a diversity of use, services and safe and active public spaces, in favor of social interaction. It is an integrate strategy that gives solutions to local and regional mobility, satisfying most of the needs of its inhabitants in a pedestrian or bicyclist manner, connecting to the rest of the city or region though good quality public transportation. ...
... Leave out any element and the system becomes inefficient and inconvenient, resulting in what we now have: transit systems that need more subsidies than necessary and cannot attract a growing ridership". (Calthorpe, 2011) Non-motorized mobility High-quality public transportation Safe and active public spaces Mix-use land Active ground floors Management of automobiles and parking Community participation and security ...
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This research seeks to generate exploration of infrastructure elements needed to promote a proper integration of sustainable urban mobility in cities with arid or hot-dry climate, using the case of Hermosillo, Sonora, Mexico; focusing on non-motorized transport (walking and cycling, as well as promoting public transportation). This is made by analyzing the downtown area of the case study city. The approach to this is in response to an increased use of private vehicles, which may cause economic, social and environmental problematics. To do this it was studied the general recommendations of Transit Oriented Development. TOD is an urban model design and planning around public transport that works as a strategy to give solutions to local and regional mobility, minimizing the reliance on automobiles. Due to the specific necessities of cities with warm climate, the research uses TOD as a baseline to generate a specific set of design principles that are specially made for arid urban environments, looking to promote a proper way to walk, cycle and use public transportation systems, despite the presence of high temperatures and other climate difficulties that can affect the performance of people in public spaces. As a result of the analysis, design schemes were presented to apply in the area, which were set into context according to the actual information and characteristics of the study area, presenting a series of images that illustrate the proposal in its contextualized urban environment.
... The answer, however, is suggested by the UN Habitat (2021, p. 34) repeating some key ideas from current notions of urban sustainability and echoing postulates so firmly delivered by Jane Jacobs in the 1960s (Jacobs 1992). The names used are self-explanatory -neighbourhood, 15-minute city, walkable neighbourhood, local living, mixed-use, compact development, streetcar suburbs (Calthorpe 2011). Each of these converging ideas underlines that cities are what they are -spatially extended, socially divided, and constantly expanding. ...
Article
This article examines potential impacts of COVID-19 pandemic on key aspects of urban development: the functioning of individuals in physical sense (human bodies) in a city, urban morphology and landuse, urban mobility, as well as economic activities and service provision. The goal is to answer the question on how and to what extent the pandemic might reshape the cities and what the potential post-pandemic urban scenarios are. The analysed urban phenomena are projected against major dichotomy of urban ghettos vs. urban commons. The former is defined as further social segregation and spatial isolation, whereas the latter is based on multiple ideas inspired by the original definition of a city by Lewis Mumford. The article is concluded with two basic, symbolic, and opposite scenarios highlighting the fact that the pandemic might have opened a window of opportunity for cities to rethink their development pathways and reinvent their cultural, as well as socio-economic role.
... This is not a platitude; this conception of the megaregion as a sophisticated, synthetic ecology is important, for it marks a departure from the historical image of nature as a mere backdrop to, or resource for the city. As Peter Calthorpe points out "[m]ore than standalone 'sustainable communities' or even 'green cities' we now need 'sustainable regions'-places that carefully blend a range of technologies, settlement patterns and lifestyles" [12]. ...
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The Australian population is increasing at a rate of one person every 84 seconds. All of Australia’s major cities; Brisbane, Sydney, Melbourne, Adelaide and Perth are forecast to double in population by mid-century. The Australian Bureau of Statistics (ABS) forecasts that by 2101 there could be 62.2 million Australians [1]. Taking this figure seriously means planning for an extra 40 million people by century’s end. And yet, the current collection of Australian planning documents go no further into the future than 2030 and only plan collectively for a mere 5.5 million additional people. There are (theoretically) some 35 million future Australians unaccounted for. Moreover, the planning that does exist is fragmented across state jurisdictions and subject to the short -term capriciousness of the 3-4 year political cycle. There is no national long term plan (ning) for the future of Australia’s settlement patterns. This article offers a synopsis of the results of a two-year research project conducted through the Australian Urban Design Research Centre (AUDRC) regarding Australia’s future settlement patterns [2]. The project was conceived to encourage and inform broad public debate, influence planning policy settings and help foster long-term consideration of infrastructure spending from a national perspective
... The first studies on sustainability in cities showed that the low-density car-based suburbs were extremely high in resource consumption (Newman & Kenworthy, 1989, 1999. This moved into an era of urban planning to try and reduce car dependence through increased density, particularly around transit systems, to reduce travel demand (Calthorpe, 2010). ...
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In recent decades, the concept of resource efficient cities has emerged as an urban planning paradigm that seeks to achieve sustainable urban environments. This focus is upon compact urban environments that optimise energy, water and waste systems to create cities that help solve climate change and other resource-based sustainability issues. In parallel, there has been a long-standing tradition of ecological approaches to the design of cities that can be traced from Howard, Geddes, McHarg and Lyle. Rather than resource efficiency, the ecological approach has focused upon the retention and repair of natural landscape features and the creation of green infrastructure (GI) to manage urban water, soil and plants in a more ecologically sensitive way. There is some conflict with the resource efficient cities and ecological cities paradigms, as one is pro-density, while the other is anti-density. This article focusses upon how to integrate the two paradigms through new biophilic urbanism (BU) tools that allow the integration of nature into dense urban areas, to supplement more traditional GI tools in less dense areas. We suggest that the theory of urban fabrics can aid with regard to which tools to use where, for the integration of GI and BU into different parts of the city to achieve both resource efficient and ecological outcomes, that optimise energy water and waste systems, and increase urban nature.
... Annual road crashes in the country was 11, 506 in 2010 and 10,887 in 2011 and increased to 14,914 in 2014 (Ministry of Transport, 2014).Transit Oriented Development would, in a way assists in reducing the demand to travel by providing commercial services around transit nodes(The California Department of Transportation, 2002). It also incorporates the promotion of non-motorised forms of transportation(The World Bank, 2017;Calthorpe, 2011). It will assist in the re-organisation of the public transportation system in Ghanaian cities and contribute to a reduction in the CO2 emissions(Global Environmental Facility, 2006). ...
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Transit Oriented Development (TOD) encourages densification around transport nodes with a combination of work, educational facilities, commercial activities and other essential services. Implementing TOD in Ghana would, however, be faced with several challenges. The systematic review approach, which is based on published scholarly works was adopted. The paper aimed at exploring the significant characteristics, benefits, as well as the institutional and operational challenges of TOD in Accra. The paper identified the possible benefits of TOD in Accra to include a reduction in motorisation and congestion, promotion of walkability and other forms of non-motorised transport. It will also promote public transit ridership and improvement in the liveability of neighbourhoods. The challenges that would be associated with the implementation of TOD in Accra include the absence of a clear policy initiative of the concept in Ghanaian cities; inadequate budgetary support for strategic urban land use planning and development control; the existence of different ownership regimes within a sizeable stretch of land; and the existence of an ill-planned urban transportation system. Policy options suggested included a new housing policy that will encourage densification, mixed-income housing schemes with stronger government-private and sustainable financing schemes; and a planning regime that integrates transportation, land use and housing development.
... Annual road crashes in the country was 11, 506 in 2010 and 10,887 in 2011 and increased to 14,914 in 2014 (Ministry of Transport, 2014).Transit Oriented Development would, in a way assists in reducing the demand to travel by providing commercial services around transit nodes(The California Department of Transportation, 2002). It also incorporates the promotion of non-motorised forms of transportation(The World Bank, 2017;Calthorpe, 2011). It will assist in the re-organisation of the public transportation system in Ghanaian cities and contribute to a reduction in the CO2 emissions(Global Environmental Facility, 2006). ...
Article
Transit Oriented Development (TOD) encourages densification around transport nodes with a combination of work, educational facilities, commercial activities and other essential services. Implementing TOD in Ghana would, however, be faced with several challenges. The systematic review approach, which is based on published scholarly works was adopted. The paper aimed at exploring the significant characteristics, benefits, as well as the institutional and operational challenges of TOD in Accra. The paper identified the possible benefits of TOD in Accra to include a reduction in motorisation and congestion, promotion of walkability and other forms of non-motorised transport. It will also promote public transit ridership and improvement in the liveability of neighbourhoods. The challenges that would be associated with the implementation of TOD in Accra include the absence of a clear policy initiative of the concept in Ghanaian cities; inadequate budgetary support for strategic urban land use planning and development control; the existence of different ownership regimes within a sizeable stretch of land; and the existence of an ill-planned urban transportation system. Policy options suggested included a new housing policy that will encourage densification, mixed-income housing schemes with stronger government-private and sustainable financing schemes; and a planning regime that integrates transportation, land use and housing development.
... Finally, the low priority assigned to the problem of climate change is a fundamental weakness of Tehran's urban management sector that can have irreversible physical, social, political, geographical, and ecological consequences. Measures such as integrated urban-regional planning, applying locally-relevant ideas, mainstreaming the policies and actions, and citizen participation can go a long way toward mitigating the problem [6,54]. ...
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Since the impacts of climate change will last for many years, adaptation to this phenomenon should be prioritized in urban management plans. Although Tehran, the capital of Iran, has been subject to a variety of climate change impacts in recent years, appropriate adaptation measures to address them are yet to be taken. This study primarily aims to categorize the barriers to climate change adaptation in Tehran and analyze the way they interact with each other. The study was done in three steps: first, the focus group discussion (FGD) method was used to identify the barriers; next, the survey and the structural equation modeling (SEM) were used to validate the barriers, identify their importance, and examine their possible inter-relationships; and finally, the interpretive structural modeling (ISM) was applied to categorize and visualize the relationships between the barriers. Results show that barriers related to the ‘structure and culture of research’, ‘laws and regulations’, and ‘planning’ belong to the cluster of independent barriers and are of greater significance. The ‘social’ barrier and barriers related to ‘resources and resource management’ are identified as dependent barriers and are of lesser importance. Barriers related to ‘governance’, ‘awareness’, ‘education and knowledge’, ‘communication and interaction’, and ‘economy’ are identified at the intermediate cluster. The findings of this study can provide planners and decision makers with invaluable insights as to how to develop strategies for climate change adaptation in Tehran. Despite the scope of the study being confined to Tehran, its implications go far beyond this metropolis.
... This model is what defines transit-oriented development or TOD as an activity center: a clustered mixture of land uses and housing at a higher density alongside public spaces around high-quality public transport services configured as the core of the enlarged community. TOD is envisioned as a sustainable development model in response to the updated environmental and ecological debate on the contemporary global challenge of climate change [13][14][15]. ...
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Over the past decade, transit-oriented development (TOD) has been advocated as an applicable urban regeneration planning model to promote the sustainability of cities along with city dwellers’ standards of urban living. On a regional scale, under the directives of the Qatar National Vision 2030 (QNV-2030), the Qatar National Development Framework (QNDF-2032), and the strategies for planned mega events, such as the FIFA World Cup 2022, the State of Qatar launched the construction of the Doha Metro, which consists of four lines. This transport system, linking the center of Doha to several transit villages around approximately 100 metro stations, aims at reducing the number of vehicles on the road networks while providing an integrated transportation and land use strategy through the urban regeneration of transit-oriented developments (TODs), providing both social and environmental economic benefits. Among the most significant transit sites within the Doha Metro lines is the Souq Waqif station. This station is a historical–heritage spot that represents a potential socio-cultural site for the creation of a distinctive urban environment. This research study investigates an approach suitable for an urban regeneration planning scheme for the Souq Waqif TOD, aiming at (i) preserving and consolidating the deeply rooted cultural heritage of the historical site and (ii) enhancing the city dwellers’ and/or the community’s standards of urban living. This study aims to explore the applicability of a TOD planning scheme for the new metro station through urban regeneration and land infill in the existing built environment of the Souq. This study contends that the efficient integration of land use with transport systems contributes to shaping an environment with enhanced standards of living for users while supporting social, economic, and environmental factors. The present research design comprises qualitative data based on theoretical studies and site-based analysis to assess (i) the principles of TODs and (ii) the extent to which their application can be employed for the Souq Waqif to become a sustainable TOD.
... However, Pacala and Socolow (2004) offer a variety of existing technological solutions that limit carbon emission over the next fifty years(see also Calthorpe, 2011). The limit is achieved by a combination of alternative sources, from renewable energy (solar, wind, hydro) to conservation to nuclear power. ...
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The emergence of the coronavirus pandemic motivated this paper, which revisits the nexus of public health and the city, itself a main source of a pandemic which similarly threatens the lives and properties of the world population gradually one glacier at a time: climate change. We argue that pandemics expose both the vulnerability and resilience of the urban system expansively, from rooftop to the region, but also serve as change agents for the planning of resilient cities and regions globally. The discussion of the urban system and the pandemic is comparative, with the recent coronavirus and climate change, a persistent, long-lasting pandemic. The historical and critical review and synthesis of the durable concepts of the urban system at the kernel of the theories and practices of urbanism is highlighted by place matters, cyberspace, density, access, and the city-region. We note the implications for reconfiguring the resilient urban system of the future effectively with pandemic as change agent and the comprehensive plan and its regulatory zoning ordinance as implementation tool.
... A number of cities around the world -Freiburg, Vancouver, Zurich, Stockholm, Copenhagen, Melbourne, Singapore and many others -have garnered considerable attention for their multi-faceted initiatives and achievements in the realms of green energy, low-carbon economic development, sustainable and active mobility, compact mixed-use land use planning and citizen participation. Global and national policy programmes have helped put cities on the new frontline in efforts to combat climate change: it is now common for cities to address sustainability in both their politics and their planning (Bulkeley et al., 2011;Calthorpe, 2010;Hall, 2013;Newman and Kenworthy, 1999;Roseland, 1997;Worldwatch Institute, 2016). This urban sustainability imperative has received strong support from the Intergovernmental Panel on Climate Change (IPCC) (2014), which asserts that cities are crucial locations where innovative pathways towards sustainability can be explored and implemented. ...
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Drawing on empirical research carried out in the metropolitan regions of Freiburg, Germany, and Calgary, Canada, we reposition the sustainability policies of municipalities within a wider regional and relational framework. This perspective reveals significant epistemological blind spots in the localist and non-relational ontologies that undergird much of the urban sustainability discourse. While the city of Freiburg has garnered world-wide attention for its multi-faceted initiatives and achievements in sustainable urban development, these initiatives have yet to be coherently addressed in the wider Freiburg metropolitan region, leading to a variety of policies and practices in the hinterland that run counter to Freiburg’s ‘green city’ objectives. In a parallel fashion, the city of Calgary incorporated significant sustainability principles in its 2009 Master Development Plan and Transportation Plan –‘Plan-It’– yet such principles have not been taken up on a regional scale. Despite substantial differences in size and developmental history, both cities exhibit a profound disconnection from their regional contexts with regard to sustainable development policies and politics. In both metropolitan regions, conventional growth politics are still paramount. A significant conflict emerges between ‘sustainable’ central cities seeking a ‘sustainability fix’ to their fiscal, environmental and quality of life problems, and more remote jurisdictions seeking to attract investment through low tax regimes and limited development regulation – what we label a ‘counter-sustainability fix’. These contrasting and dialectically related policies have substantial consequences for the social and environmental dimensions of sustainable development, calling into question policies that promote ‘sustainability in one place’.
... Climate urbanism is a type of green urbanism based on climate-sensitive planning policies. This comprehensive approach is used to define the role of cities in achieving sustainability-related goals, such as the protection of all-natural resources (Calthorpe, 2011). ...
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Jordan suffered from a shortage in low-income housing. Jordan faces a surplus in other housing stock. Factors of imbalance included funding, land, and construction process. Despite the diagnosis of this imbalance, the government could not address the issue. Empowerment of the private sector through partnership potentially bridges housing needs for the growing segment of low income. Further challenges of the proposed study area included cultural values, living needs, and necessary services, in addition to provision of livelihood sources. This study examines the possibility of providing adequate and low-cost housing for the group of Al-Noaim tribe at Al-Mansoura town. This social group still inhabits Bayt Asha’ar housing typology so as to match their low income pressures. The study was based on field survey and interviews with of 27 families and householders. Outcomes proposed a project to be built in two stages during 15 years, 100 residential units distributed on 27 families. The suggested reduction of the total cost of the project was based on: (1) Site selection, (2) Identifying areas and patterns of housing units, and (3) Identification of multiple typologies for construction of the wall section to be used in construction with the retention of social meanings and psychological impact on such low income social groups.
... It is worldwide recognized the need for a mentality's change of citizens in order of achieving a more sustainable mobility in urban contexts [25,26,27]. In fact, since cities are communities made by people, a modification of the urban conditions strongly depends on the way citizens live these contexts, including the fight to the urban traffic jam. ...
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Cities are currently engaged through their urban policies in pushing people towards less environmentally impacting mobility modalities: therefore, cycling and walking are strongly promoted, especially by means of new and wider limited traffic and no-cars zones. In this paper, the effectiveness of the new smartphones and apps-based technologies in modifying the mobility behaviors of citizens towards more sustainable choices has been investigated. Specifically, the potential of a smartphone app, directly involving citizens by means of a game rewarding the most sustainable trips, has been tested on a university commuters' group. These latter, starting from their current mobility situation, were challenged by an enhanced scenario characterized by more restrictive and sustainable targets. Promising results have been obtained suggesting that game–based tools could be effectively used as urban policy interventions intended to obtain a more sustainable mobility.
... Por outro lado, em termos de desenvolvimento urbano pleno, na acepção do pensamento contemporâneo de autores como Kriken (2010), Calthorpe (2011), Farr (2013 e Barnett (2016), tais territórios ainda se caracterizam por atributos físico-espaciais aquém de patamares sociotécnicos que, atualmente, considera-se como o desenvolvimento sustentável. O senso comum, todavia, tem no 'quadrante sudoeste' sua 'referência', principalmente para algumas categorias de atributos físico-espaciais (localização, malha viária, segurança, valorização imobiliária etc.). ...
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Este artigo apresenta uma proposta de abordagem transdisciplinar de um processo das transformações físico-espaciais de um tecido urbano periférico. Tendo a análise urbanística como instrumento de síntese, tal ensaio objetiva extrair fundamentos para subsidiar um 'modelo paulistano' de Desenho Urbano. Corresponde aos primeiros extratos teóricos de pesquisa em curso que trata de processos de desenvolvimento urbano relacionados com a infraestrutura de mobilidade. A discussão parte de três questões conceituais sobre a urbanização, contextualiza alguns aspectos do planejamento de transportes e é condensada sob a perspectiva da Morfologia Urbana, com ênfase nos aspectos históricos que produziram efeitos qualitativos e quantitativos no quadro urbano-ambiental. Palavras-chave: Urbanização, Morfologia urbana, Planejamento urbano, Infraestrutura de mobilidade, Economia urbana. ABSTRACT This paper presents a proposal for a transdisciplinary approach to a process of physical and spatial transformations of a peripheral urban tissue. Having the urban analysis as a synthesis tool, this essay aims to extract fundamentals to support a 'paulistano model' of Urban Design. It corresponds to the first theoretical extracts of ongoing research that deals with urban development processes related to mobility infrastructure. The discussion starts from three conceptual questions about urbanization, contextualizes some aspects of transport planning and is condensed from the perspective of Urban Morphology, with emphasis on historical aspects that produced qualitative and quantitative effects in the urban-environmental framework. RESUMEN Este artículo presenta una propuesta para un enfoque transdisciplinario de un proceso de transformaciones físicas y espaciales de un tejido urbano periférico. Teniendo el análisis urbano como una herramienta de síntesis, este ensayo tiene como objetivo extraer los fundamentos para apoyar un 'modelo paulistano' de diseño urbano. Corresponde a los primeros extractos teóricos de la investigación en curso que se ocupa de los procesos de desarrollo urbano relacionados con la infraestructura de movilidad. La discusión parte de tres preguntas conceptuales sobre la urbanización, contextualiza algunos aspectos de la planificación del transporte y se condensa desde la perspectiva de la morfología urbana, con énfasis en los aspectos históricos que produjeron efectos cualitativos y cuantitativos en el marco urbano-ambiental. Palabras-clave: Urbanización, Morfología urbana, Planificación urbana, Infraestructura de movilidad, Economía urbana.
... Since the middle of 20 th century, the population has increased four times and continues to grow, and for the first time in history, more than a half of Earth's inhabitants live in cities. The future of our planet is urban, and, according to the leading researchers of contemporary social conditions, including Peter Caltrope [5] and Saskia Sassen [16], the urban region is replacing the city as the basic pattern of settlement. Urban regions emerge as a result of constant sprawl and decentralization of large cities, and agglomeration of two or more cities into one spacious structure. ...
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Processes of globalization and urbanization are the main factors of changes in our environment and social foundations. Culture, traditions, customs, mythology are tightly bonded with the geographical environment and the land itself, which also defined the way of economic activity and the lifestyle of inhabitants. Identity may become apparent through landscape in two principal ways. On the one hand, landscape can represent and identify the certain culture by means of its visual image. On the other hand, the manifestation of deep links of landscape and its inhabitants by means of reviling emotional, visual and semantic connections of man to a land, affords to strengthen people' s feeling of belonging, rooting and thus safety, which is exceptionally essential in our era of non-stable uncertain modernity.
... When I first wrote a paper linking food, urban design and planning with conviviality and sustainability in 1990, a colleague asked me if it was a joke. That is not likely to happen now, with an increasingly widespread understanding of the intricate and multifaceted ways that food and urbanism interconnect, and that this matters in the face of the looming climate emergency (Viljoen and Bohn 2005;Beatley 2010;Duany, 2011;Calthorpe 2015;Waterman and Zeunert 2018). There is some comfort in knowing that many more of us than in the early 1990s now recognise and acknowledge the crucial importance of thinking about and gathering primary evidence in relation to how settlements have worked in the past, and operate today in food terms. ...
... Bourne [36] defined urban form as space, topography, and internal form (including density, heterogeneity, organizational principles, and social behavior). New Urbanism advocates the reintegration of spatial form and constructed environments to form a perfect city and neighborhood unit [37]. The compact city concept advocates the need to save and intensively use land resources in urban planning, centralize urban functional elements, and strengthen urban space growth management [8]. ...
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The loss of urban vitality is an important problem in the development of urban central areas. Analyzing the correlation between urban built environment and urban vitality supports urban planning and design. However, current research excludes the study of how consistent built environment factors affect urban vitality of cities with different development situations. Therefore, using social media check-in data, this paper measures neighborhood vibrancy in urban central areas in Beijing and Chengdu, China. Four levels of spatial information were used to measure the built environment: regulatory planning management unit (RPMU), land use, road network, and building. Regression model is used to quantify the correlation between urban vitality and the built environment of these two cities. The study found a strong correlation between built environment factors and urban vitality. Among the built environment factors, points of interest (POI) diversity and public transport accessibility indicators were strongly positively correlated with neighborhood vibrancy. However, the density indicators had totally different effects on urban vitality of cities with different development situations, which is excluded in existing studies. This research strengthens the practical understanding of the compact city concept, and can support the design and planning of urban built environment.
... TOD emerged in the last decades as a dominant planning strategy to mitigate present-day environmental and/or sustainability's problems: the creation of walkable, multi-use nodes within the centers and outskirts of cities that depend on density by the fusion of public transportation and land use practices is the basic approach of TOD (P. Calthorpe, 2011;R. Furlan & Alattar, 2017;R. ...
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Over the past two decades, a growing number of communities have pursued light rail transit (LRT) and Transit-Oriented Developments (TODs) as part of an integrated transportation and land use strategy to revitalize and/or regenerate the built environment of worldwide cities. In the past few decades, Doha, the capital city of the State of Qatar, has experienced an extraordinary and rapid urban growth, caused by Post-WWII oil and natural gas production, which has transformed the country's economy. As a result, the State of Qatar has invested large funds into the transformation of Doha's built environment and the construction of major urban public transit systems [i.e., the Doha Metro, the Lusail LRT, and a bus rapid transit (BRT)]. This research study explores the urban development of Qatar National Museum's (QNM) Transit Village (TOD) located along Doha Metro's Gold Line, in the proximity of Doha Cornice, the Museum of Islamic Art and MIA Park. The research study aims to propose a masterplan for the urban regeneration of QNM's transit village, based on a Green Urbanism and TOD design strategy.
... Reduction in car use and more emphasis on a walking, cycling and transit-oriented environment also serves to alleviate traffic congestion and carbon emissions. Investment in sustainable transport modes (that is, public transit, walking and cycling) and TOD remain significant foci within urban sustainability agendas, and many of the parameters of Banister's sustainable city are shared with those of TOD (Calthorpe, 2013;Cervero, 1998). ...
... The integration of a transit station within the urban fabric of a city provides an opportunity to address urban regeneration, where land values encourage businesses and residents to move to TOD neighbourhoods, which will increase and offer significant opportunities for Transitoriented development additional activities when transit is planned (Calthorpe, 2015;Dynamix, 2011;Gehl, 2011) (Plate 1). No different from other places, Qatar is seeking to develop an existing urban fabric through regenerating projects, which are, in fact, a reaction towards implementing new transit stations among urban fabrics. ...
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Journal of Cultural Heritage Management and Sustainable Development https://www.emeraldinsight.com/eprint/DDMWPQSE4GTJN45M2AJA/full
... Nowadays, many city spaces continue to function as an important social meeting space, despite modernist planning ideals envisioning the invasion of car and separated skyscrapers within vast green parks. All over the world, architects, urban designers and town planners are working to implement transport-oriented development plans that concentrate on the interplay between pedestrian and bicycle structures and the collective transportation network (Calthorpe, 2011;Furlan and Almohannadi, 2016). ...
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Purpose Urban theorists argue that in the post-Second World War period cities faced the increasing development of homogeneous and soullessness urban spaces. This led to the formulation of urban design’s theories for addressing issues of space and place, as a means of correction to the built environment of modern cities. The purpose of this paper is to investigate the significance and authenticity of placemaking for Msheireb, which is the regenerated historic district of Doha in Qatar. Design/methodology/approach Oral and visual data are collected via: interviews with urban planners and consultants from Msheireb Properties and the Ministry of Municipality and Environment; walk-through studies; site visits and observations about the spatial form of buildings, streets and open spaces; on-site interviews; and a survey conducted during the walk-through studies. Findings The findings reveal that the urban regeneration of the historic district – envisioned through a socio-spatial process (public realm) based on conservation (built heritage) and modernization (contemporary architectural language) – contribute to defining the authenticity of placemaking (space and character) of the renewed historic district of Msheireb. Practical implications The insights provided through this research study contribute to the development of a framework for conceiving urban conservation projects in Qatar, which aim to preserve heritage value and revitalize deteriorating districts, to encourage the current trend for decentralization toward the creation of lively and vibrant urban district quarters by promoting a rediscovery of community life and cultural values. Originality/value The identified key factors have made the research original and unique.
... According to this method of carbon accounting, auto-centric modes of commuting, combined with large, energy-inefficient homes in suburban and exurban sprawl, yield high carbon emissions. Conversely, by the same logic, urban cores have lower carbon emissions, principally because residents are more likely to rely on alternative forms of transportation and live in dense urban environments (Calthorpe, 2011). ...
Article
As local governments and corporations promote ‘climate friendliness’, and a low‐carbon lifestyle becomes increasingly desirable, more middle‐ and upper‐income urban residents are choosing to live near public transit, on bike‐ and pedestrian‐friendly streets, and in higher‐density mixed‐use areas. This rejection of classical forms of suburbanization has, in part, increased property values in neighborhoods offering these amenities, displacing lower‐income, often non‐white, residents. Increased prevalence of creative and technology workers appears to accelerate this trend. We argue that a significant and understudied socio‐environmental contradiction also occurs where the actual environmental outcomes of neighborhood transformation may not be what we expect. New research on greenhouse gas emissions shows that more affluent residents have much larger carbon footprints because of their consumption, even when reductions in transportation or building energy emissions are included. We describe an area in Seattle, Washington, the location of Amazon's headquarters, experiencing this contradiction and show a distinct convergence of city investments in low‐carbon infrastructure, significant rises in housing prices and decreases in lower‐income and non‐white residents. We conclude with a discussion of a range of issues that require more attention by scholars interested in housing justice and/or urban sustainability.
... New urbanist principles for the (re)urbanisation of low-density development have been created to maximise the social and environmental benefits that higher density affords the community (Tachieva 2010;Calthorpe 2010;Sanderson 2013). However, these are hard to achieve without the associated transit infrastructure to enable it. ...
... Green Urbanism, also referred to as sustainable urbanism, views sustainability as an organizing principle that consists of perspectives and recommendations for best practice. Additionally, urbanists that support Green Urbanism create consistent cases for smart growth and compact development, avoiding sprawl [29,30]. Furthermore, these urbanists are starting to be known as leaders, advocating the utilization of new development to produce "ecodistricts" that put a stop to building-by-building resources and infrastructure management. ...
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In the past two decades, sustainability has been a significant concern when planning cities. As a consequence of development occurring in cities, its essence to people is discounted. An example of this is Doha, Qatar's capital, which has undergone massive urban developments because of the post-WWII discovery and production of oil and gas. Doha's urban fabric has been transformed from a rational, people-based, and environmentally adapted design into zoning and transportation dependent planning. However, in the past few years, Doha has started to adopt sustainability-driven urban planning policies. For example, development of the new city Lusail has legislation and design regulations directed towards sustainable planning. Therefore, this research study is focused on the urban planning of a neighbourhood in Al Wakra, Qatar. The focus is on its relationship to the old city layout and the possible implementation of sustainability principles in present-day development in the area. The study also develops strategies and design that utilize sustainability principles. The study process includes a literature review, data collection, detailed site analysis, and exploration of present and historic plans for Al Wakra. Additionally, various alternatives that follow specific strategies are generated to identify a desirable approach for the neighbourhood. Furthermore, the strategies highlight actions needed to implement the development concept. As a result, the study generates an ideal approach for the further development of Al Wakra. Furthermore, the findings can act as a reference for similar developments with a comparable climate, surroundings, environment, size, and population.
Chapter
China's growing influence through soft power diplomacy is a parallel storyline to Africa's current experience with coalition politics and electoral democracy, especially in the Middle East and East Asia. This chapter examines how China employs coalition politics to enhance its larger diplomatic efforts in Africa with the goal of connecting these two crucial storylines. This chapter uses examples from the Middle East and East Asia to explore the complexities of coalition governments in Africa and how they might help or hurt China's soft power ambitions. This study, which takes an interdisciplinary approach, will shed new light on the complex dynamics at play when coalitions of politicians, democratic governments, and foreign governments interact. The chapter finishes with concrete suggestions for policymakers, stressing the importance of a comprehensive knowledge of these overlapping domains for the development of effective and democratic approaches to government in Africa. Policymakers, academics, and practitioners in the fields of politics, international relations, development studies, and sociology are among the many who will find value in this chapter.
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As the COVID-19 disease began to spread in cities throughout the world in 2020, local authorities were faced with a host of policy challenges to contain transmission of the little-understood SARS-CoV-2 virus. One important element of policy action in urban settings is the regulation of mobility. When the COVID-19 crisis emerged, cities had to re-think their mobility strategies and develop policies that accommodated movement of people while also limiting viral spread. This chapter looks at the experience of Milan and their effort to implement a slow streets scheme in the city by situating the analysis in a theoretical framework that integrates the built environment, the natural environment, and the social system.
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Rising temperatures and heightened air pollution are widespread across many parts of the world today. Despite some initial attempts for analysis, the intricate interconnection between the two still requires further investigation. This study focuses on Seoul, South Korea, by adopting vector-autoregressive-based Granger causality tests to unravel the nuances of these relationships at the district level. While bidirectional Granger causality links between temperature and urban heat island intensity, as well as between PM10 concentration and urban pollution island intensity, are found in many cases, our findings reveal diverse causal relationships that are evident in the districts. These findings underscore the necessity for evidence-based strategies to guide planners and policymakers in addressing the challenges of rising temperatures and air pollution in urban areas.
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Rapid urban population and territorial growth is becoming a general trend across the world, driving planning policies to promote a more compact city. As an alternative to sprawling patterns of urban development, the compact city emerges as a spatial form characterized by three key elements: densification, connectivity and accessibility. All three are articulated by transit-oriented development (TOD) strategies in today’s urban context. TOD aims to encourage densification, mixed land uses, walkability and public transportation, as well as vertical housing typologies. There are now many examples around the world in which TOD has influenced the verticalization of the city, and we can expect further translations into other contexts. Auckland and Jakarta have too chosen the TOD strategy, incorporating vertical housing, to slow down the sprawl. But citizens are concerned about the quality of life in high-rise, higher density housing, as well as its price. We make a comparative assessment of TOD’s ability to achieve liveability, sustainability and affordability in two cities – Jakarta and Auckland – while using Singapore as a benchmark for both. Two case studies have shown that some of the residents’ complaints are justified. In the conclusion of the study we suggest improvements in planning and design strategies and produce further recommendations for an effective city transformation.
Chapter
Cities are shaped by many historical and geographical features, but at any stage in a city’s history the patterns of land use can be changed by altering its transportation priorities. An understanding of how cities work, based on walking, transit, and automobile fabrics, will therefore enable a more fundamental understanding of the rise and fall of automobile dependence. In this chapter we show how different urban fabrics have developed from different transport types and how they should be recognized, respected, and regenerated as the basis of town planning. In doing so we will find a way to understand automobile dependence and how it can be shaped into a more sustainable and regenerative approach to cities. In particular, the theory will help us to explain why it appears that walking and transit fabrics are now valued more highly—economically, socially, and environmentally—than automobile fabric, and how to manage each fabric more appropriately.
Book
O livro aborda o histórico de urbanização que levou às cidades atuais. Traz a discussão dos imensos desafios que áreas urbanizadas enfrentam atualmente, com ênfase nos aspectos econômico, ambiental, social e climático. Apresenta soluções baseadas na natureza, com foco na infraestrutura verde multifuncional, para regenerar funções ecológicas essenciais que contribuem para a sutentabilidade, resiliência e qualidade de vida e bem-estar de seus moradores. Diversos estudos de caso implantados em cidades do vários países são inspiradoras para que cidades e moradores trabalhem para regenerar as paisagens urbanas.
Article
Northwest Arkansas planning policies, like a number of communities across the country, have identified goals working toward more sustainable, livable, and subsequently denser development patterns. However, the understanding of residents’ perceptions of such living arrangements is limited. This study provides a more nuanced understanding of Northwest Arkansas residents’ spatial preferences through a survey of residents’ preferences for private amenities and their trade-off with various spatial densities and patterns in support of sustainability. Results of the survey indicate a preference for, and experience with, single-family residential living arrangements and amenities, with the preponderance (80%) of survey respondents currently living in single-family housing. There is a preference for low-density neighborhoods even if it means sacrificing other amenities. This study is in alignment with previous research suggesting that people may learn to prefer where they live. Additionally, while the majority of survey respondents indicated a preference for communal greenspaces, renters are more likely to prefer communal greenspaces when compared to homeowners. This study indicates that attached, multi-family development and renter development in Northwest Arkansas should consider the provision of communal green spaces, walkable access to transit, and walkable access to services as desired amenities for those residents.
Chapter
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In urban lives conducted through mobile devices, locative services, and social media discourse, the ability to interact with the image of the city and its public spaces makes it appear more liberal, heterogenous, and democratic. However, in this chapter the collection of data within digital and urban platforms is seen to facilitate an underlying political and economic value system that frames the way in which this image is constructed. Much research has addressed the ways in which social media platforms attempt to centralize online discourse to monopolize revenue from advertizing and data analytics. Less has been done to identify the ways in which governments, private developers, and nonprofit cultural institutions utilize these platforms to encourage the growth of centralized urban spaces. This chapter analyses the relationships between location-based social networks and emerging practices of digital placemaking to understand how discourse of a more authentic and communal “public” space masks the emergence of “Hypermediated Space”—places where architecture and other forms of cultural production are “optimised” to increase the profitability of centralized spaces for urban stakeholders.
Conference Paper
Rapid urban population and territorial growth is becoming a general trend across the world, driving planning policies to promote a more compact city. As an alternative to sprawling patterns of urban development, the compact city emerges as a spatial form characterized by three key elements: densification, connectivity and accessibility. All three are articulated by transit-oriented development (TOD) strategies in today's urban context. TOD aims to encourage densification, mixed land uses, walkability and public transportation, as well as vertical housing typologies. There are now many examples around the world in which TOD has influenced the verticalization of the city, and we can expect further translations into other contexts. Auckland and Jakarta have too chosen the TOD strategy, incorporating vertical housing, to slow down the sprawl. But citizens are concerned about the quality of life in high-rise, higher density housing, as well as its price. We make a comparative assessment of TOD's ability to achieve liveability, sustainability and affordability in two cities-Jakarta and Auckland-while using Singapore as a benchmark for both. Two case studies have shown that some of the residents' complaints are justified. In the conclusion of the study we suggest improvements in planning and design strategies and produce further recommendations for an effective city transformation.
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Typically, we measure emissions that occur within a geographic boundary. But consumption-based accounting tells a different story: that affluent communities depend heavily on polluting activity that occurs elsewhere. https://kleinmanenergy.upenn.edu/policy-digests/follow-carbon
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Humans, for ages, within so call transition countries, haven't, culturally and/or multidisciplinary consulted the nature in the urban areas (in a sense of research of the soil, area, geography and culturally – including comprehensive research of the social, meteorological and cultural and communication reflections, strategic approach and estimation for the future population within the area – education, gender, age, ethnicity) within the countries such as Bosnia and Herzegovina, Serbia, Croatia, Albania, Macedonia, Montenegro. Building up was simplified and based on an individual (red: political) wishes of the politicians, with just few exceptions (mainly in the big cities). This paper will show, through the city and urban research of the plans, places and social environment, all gaps within the organization of adequate preparation, execution and analyses of the area populated within the mentioned countries in regards interactions of people who, instead being humans for, became humans againstthe nature per se. Namely, through the implementation of “innovation” of the new approach (more visible; more pro human and more pro nature) of living they have forgotten implementation of innovation of the new approach pro living.
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This chapter discusses key implications of the study—namely, the planning, urban design, policy, political, educational, and research implications of design review. Using relevant literature, this final chapter examines the impact of design review on, and its inter-relationships with, contemporary urbanisms or urban paradigms, conventional planning goals, and education and pedagogy in planning and urban design, and provides the lessons learned from this study and directions for future research.
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