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Showing posts with label Peter Calthorpe. Show all posts
Showing posts with label Peter Calthorpe. Show all posts

Monday, November 19, 2012

A new approach to the Iranian urban planning, using neo-traditional development

By Houshmand E. Masoumi

PhD dissertation, Technical University of Dortmund, Germany, 2011.

In order to find the possible uses of the traditional urbanism in solving the modern urban problems, some of the contemporary urban problems that were likely to be partly or completely solved were targeted in chapter 1. The two research questions that were going to be answered were 1) which characteristics of the traditional Iranian urbanism can we use to solve some of the modern urban problems of the country? and 2) How can the effective traditional city characteristics be applied to ease some of the modern problems? Before studying the Iranian cities, the similar experiences in other countries and cultures were considered. The neo-traditional trends, practices, and built communities were discussed so that the nature of the research is determined. For example it was explained how the compact and traditional urban form was used to control urban sprawl in North America. Apart from the practical background, the theoretical aspects were reviewed. These theoretical bases were the interactions of built environment with urban transportation and environment. Before starting the main body of the research, the previous researches on the traditional urbanism including urban form, the main elements of the Iranian city, and the historical views of the urban growth were discussed. Also some of the neighbourhood infrastructures were described to make the foreign reader familiar with the Middle Eastern urban architecture. The main research methods that were used were direct observation, literature review, and Space Syntax theory. The theoretical bases and applications of SS were explained in chapter 6. Two case study cities were selected to be studied; Yazd and Kashan that both are located in the center of Iran. The studied cities contain a population of 400000 and 270000 so the results are generalized for the cities with the same range of population in similar climates and geographical conditions. Such cities are mostly mid-sized cities or small large cities in the south, east, and center of the country and also some parts of the western provinces. The historical urban growth, population growth, the typology of the constructions in the historical core and the new developments, mobility flows in the new and old textures, neighborhood organization, Neighborhood unit centers, and the hierarchy of the street networks of the two cities were studied. The first research question was answered by defining the main characteristics of the traditional Iranian city. To answer the second question, solutions in form of general strategies were discussed. Each of the suggested strategies can be implemented via some practical ideas. The study was started by the following hypothesis: “There are tips in the traditional Iranian city that have the capability to be used in contemporary Iranian cities to improve the related conditions of urban transportation, environment, energy use, and land consumption”. At the final stage of the work, it became apparent that the hypothesis is true because the possibilities and circumstances of using the traditional specifications and values became clear.

read more  
 
Yazd, panoràmica (2)

Unbenannt

more about Iranian cities:

URBAN SPRAWL IN IRANIAN CITIES AND ITS DIFFERENCES WITH THE WESTERN SPRAWL

Impact Assessment of Sustainable Public Transportation System on Quality of Life in Tehran

Socio-spatial Obstacles of Urban Sustainability in Historic Center of Cities in Iran

THE ROLE OF PHYSICAL IDENTITY OF CITY IN URBAN SUSTAINABILITY (THE CASE STUDY: YAZD,IRAN)

The Mechanism of Transformation of Shiraz City from Past to Present

Strategy for Sustainable Urban Development: A Case Study of Urmia City, Iran

Urban Ecological landscape of Tehran

Tehran and the challenges of a metropolis in the millennium

Urban Planning for Tehran, By Using Environmental Modeling and GIS/RS

A GIS-based Traffic Control Strategy Planning at Urban Intersections

Thursday, December 29, 2011

Urbanism in the Age of Climate Change

by Laura Kozak

Peter Calthorpe (Island Press, 2011)
With a methodology that is both academic and practical, Berkley scholar and designer Peter Calthorpe, a founder of the Congress for New Urbanism, establishes a powerful argument for the future of cities, citing transportation and urban design as the most significant opportunities for simultaneously improving quality of life and reducing carbon emissions. Calthorpe provides a big-picture snapshot of current and projected trends in global and American fuel consumption, carbon emissions and land use, with a tone that is decidedly absent of a dooms-day inevitability. Instead, we are offered an optimistic championing of urbanism; principles that harken back to the urban planning of pre-automobile America, with the added benefit of 21st century technology. The book also articulates a 21st century imperative: the world is urbanizing, and the organization of cities will be a key tool in addressing climate change.
Urbanism in the Age of Climate Change takes an interdisciplinary though non-holistic approach, both in its exploration of the problems cities face, and in its offering of solutions. Prioritizing quantitative analysis - that is, statistics and studies that look at the spatial organization of the city, measurable performance aspects and human statistics - Urbanism does not take an in-depth look at economics or socio-political factors, or their impact on the conditions of urban life.


more urban planning book reviews:

The Heights: The Anatomy of a Skyscraper

Book - Architecture and Violence

Léon Krier discusses The Architecture of Community

The City Beautiful Movement by William H. Wilson

Book Review: Self Sufficient City Envisioning the habitat of the future

Thursday, January 6, 2011

Some Definitions for Transit-Oriented Development

by Houshmand E. Masoumi

Transit-Oriented Development is a type of Neo-Traditional Development and is based on urban transportation planing and public transit.

Transit-Oriented Development (TOD) is a type of Neo-Traditional Development which had emphasis on public transit and transit-friendly urban environment. It is also known as other names, such as transit village, transit-supportive development, and transit-friendly design. However, the most used phrase is Transit-Oriented Development.

What is Transit-Oriented Development?

TOD seeks to set a pleasant relationship between node and place, neighborhood and region, or house and job. This relationship is normally and mainly meant to be provided by urban transportation.
In practice, TODs are mixed-use, dense neighborhoods around public transit stations. The main aim is to encourage people to use public transit instead of personal cars. This is done through optimal use of public transport and urban form. Powerful transportation facilities like urban trains, trams, and buses are used in urban and regional scales and also most of the house are tried to be located within the walking distance of the transit stations.


One of the leaders of TOD is Peter Calthorpe, who was one of the first scholars who introduced TOD as we know it today in his book titled the Next American Metropolis: Ecology, Community, and the American Dream. This book was published in 1993.

The Definitions of Transit-Oriented Development

The first definition that is presented here is from Peter Calthorpe: “moderate and high-density housing, along with complementary public uses, jobs, retail and services, are concentrated in mixed-use developments at strategic points along the regional transit systems”. Dittmar and
Poticha define TOD as ““a mix of uses, at various densities, within a half-mile radius around each transit stop”. According to Boarnet and Crane, TOD is a developing or intensifying of residential land use near rail stations.


In 2002, Parker and his colleagues conducted a research for the California Department of
Transportation and in a prat of their report noted: “Transit-Oriented Development (TOD) is moderate to higher density development, located within an easy walk of a major transit stop, generally with a mix of residential, employment and shopping opportunities designed for pedestrians without excluding the auto. TOD can be new construction or redevelopment of one or more buildings whose design and orientation facilitate transit use”.

The Main Goals and Characteristics of TODs

Peter Calthorpe summarizes the main characteristics and goals of TOD as follows:
  1. Organize growth on a regional level to be compact and transit-supportive.
  2. Place commercial, housing, jobs, parks, and civic uses within walking distance of transit stops.
  3. Create pedestrian-friendly street networks which directly connect local destinations.
  4. Provide a mix of housing types, densities, and costs.
  5. Preserve sensitive habitat, riparian zones, and high quality open spaces.
  6. Make public spaces the focus of building orientation and neighborhood activity.
  7. Encourage infill and redevelopment along transit corridors within existing neighborhoods.
During the past years, the success of TOD has been almost apparent to most of the planners and media. It has also been an effective way for containing urban sprawl. It is not so hard to say that it has been the most successful type of Neo-Traditional Development ahead of the British urban village and even New Urbanism.

References

  • Boarnet, M. and Crane, R. (1997), “L.A. story: A reality check for transit-based housing”, Journal of the American Planning Association 63 (2): 189- 204.
  • Calthorpe, P. (1993), “The next American metropolis: Ecology, community, and the American dream”, New York: Princeton Architectural Press.
  • Dittmar, H. and Poticha, S. (2004), “Defining Transit-Oriented development: The New Reginal Building Block”, pp. 19-39, in Dittmar, H. and Ohland, G. (ed.), “The New Transit Town, Best Practices in Transit-Oriented Development”, Island Press.
  • Parker T., McKeever, M., Arrington, G. B., Smith-Heimer, J. (2002), “Statewide Transit-Oriented Development study: Factors for Success in California”, Final Report, California Department of Transportation.
More articles about Transit-Oriented Development:

Tuesday, October 19, 2010

neo-traditional development: a post modern way in urban design

May 1, 2010 

Neo-Traditional Development (NTD) or Neo-Traditional Town Planning is an urban design trend which has drawn the attention of planners and architects during the past two decades. This post modern flow is focused on creating well-planned, mixed-use, compact cities.
Density has an important role in NTDs. Neo-Traditionalists try to plan communities with dense fabric as well as promoting pedestrian and bicycle amenities. This is a reaction to the recent criticisms of urban sprawl. Critics of urban sprawl believe that sprawling urban areas and suburbs cause low sense of community, high construction costs, high automobile dependency, high environmental pollutions, low public health, etc.

The Different Forms of Neo-Traditional Developments

There are no definite categories for NTD. But some scholars have classified some planning trends as types of NTD. For example, in 1994 Alexander Christoforidis categorized NTD into five main approaches:
  1. Traditional Neighborhood Development (TND) or the New Urbanism
  2. Transit Oriented Development (TOD)
  3. Hamlets
  4. Metropolitan purlieus
  5. Revitalization of the existing traditional towns.
Later in 2006, Yosef Rafeq Jabareen defined the following 3 traditional types of planning as the most important NTDs:
  1. New Urbanism
  2. Transit Oriented Development (TOD)
  3. The Urban Village

The Characteristics of Neo-Traditional Developments

The planners of the NTDs usually try to locate most of the following aspects in their plans:
Mixed use neighborhoods, civic centers, sense of community, public open spaces, connected network of streets, strong public transit, etc.

The gird-like network of streets usually helps people easily reach their destinations. Therefore there is a high connectivity in such urban fabrics. This connectivity is for pedestrians, bikers, and the cars. So it is obvious that the neo-traditionalist planners do not intend to omit the cars from the streets, but their aim is to lower the necessity of using car as a daily mode of transport.
This is done through designing and building special public, pedestrian and biking amenities like pedestrian routes, bicycle routes, and of course public transit. In Transit-Oriented Development, public transport is the base of the plans.
Another aspect of the neo-traditional plans is the features that are designed to promote socialization among the residents of the neighborhoods. For example the neighborhood centers and public spaces are of these features. They are often used in plans related to New Urbanism and Urban Village. Mixed land-use is effective in creating better social relations and diversity. In the meantime, it causes the proximity of houses and work places. So the daily trips to work can be shorter.
Prospect new town in Longmont, Colorado: designed based on New Urbanism principles

Generally, neo-traditional planning aims at providing better quality of life. It is tried to be done by means of traditional values which were used in the old neighborhoods and towns.
References:
  • Christoforidis, A. (1994), “New Alternatives to the Suburb: Neo Traditional Developments”, Journal of Planning Literature 1994; 8; 429.
  • Jabareen, Y. R. (2006), “Sustainable Urban Forms: Their Typologies, Models, and Concepts” Journal of Planning Education and Research 2006; 26; 38
more readings:

Monday, October 4, 2010

What Andres Duany and Peter Calthrope Beieved in 1995

It is hard to change the form and structure of the cities of the United States, so that they become more environment-friendly. A great percent of the structure of the American cities are built after the World War II and most Americans are supposed to live in such environments. It is not so hard so say that it is hard to live in the sprawled American neighborhoods without automobile. In this case, American neighborhoods are different from the European ones.
The following video shows some of the neo-traditional development leaders like Anders Duany, Peter Calthorpe, Leon Krier, Lykoudis, Robertson, Adam, and Porphyrius declare their ideas about changing the way of thinking about the urban environment and neighborhoods. The video is related to 1995.

Friday, May 21, 2010

The New Urbanism: Kichijoji Style

By Atsushi Miura

To marketers nothing is more important than where people live. Thus, since 2003 I have been investigating life in American residential neighborhoods. I have visited numerous examples, including, for example, Celebration, the small town developed by Disney next door to Disney World, and the seaside development featured in the movie Truman Show, regarded as a leading example of the new urbanism.
No question about it, the quality of design is better in neighborhoods deliberately created to exemplify the new urban ideals. Places like the Seattle suburban Issaquah Highland neighborhood created by Peter Calthorpe, where Microsoft executives working class people, and individuals recently released from jail live together neighbors, are truly impressive achievements. Returning to Japan, however, it seems to me that Japanese neighborhoods also exemplify this trend.
read the article here
Issaquah Highland, Seattle, source: Google Maps

Monday, May 10, 2010

Transit-oriented development: a failed promise?

Rodger Jones, Mar 12, 2010

Advocates of DART's aggressive rail expansion, which it calls the most ambitious in North America, argue the theory that development will cluster along rail lines because people want to live nearby, park their cars and commute by train. A core objective is to improve the air. Plus, supporters say, rail boosts property values and thereby helps economic vitality.
My observation, from my daily commutes on the Red Line, is that TOD has been slow to develop near DART stations. And I doubt anyone has data indicating whether nearby residents are indeed DART users.

Transit: How ‘Transit-Oriented Development’ Will Put More New Yorkers in Cars

by Brian Paul for The Gotham Gazette

In its effort to achieve a “greener and greater New York” while accommodating one million new residents, Mayor Michael Bloomberg’s PlaNYC2030 embraced transit-oriented development” — the concentration of new housing in neighborhoods with good access to the city’s subways and buses. The plan contends that such development will encourage these new New Yorkers to use mass transit rather than cars, helping to improve air quality and transportation efficiency.
In last year’s PlaNYC progress update, the mayor’s office claimed “21 transit oriented rezonings” of neighborhoods such as the 125th St. Corridor in Harlem, Dutch Kills in Long Island City, St. George in Staten Island, and Coney Island as a major step towards sustainability.