scholarly journals Concrete Island: Lost Sites and Hidden Heritage

2021 ◽  
Author(s):  
◽  
Zackary Johnson
Keyword(s):  
Central Business District ◽  
Place Identity ◽  
City Centre ◽  
Cultural Significance ◽  
Urban Context ◽  
Urban Centre ◽  
Urban Planner ◽  
The Public ◽  
Business District ◽  
The City

<p>In cities like Auckland, suburban sprawl has led to the introduction of extensive elevated motorways that create barriers and cuts across the ordering elements of the city. Urban planner Roger Trancik refers to the areas beneath and adjacent to these urban motorways as “lost sites”, considered ‘unbuildable’ even though they occur within the central business district. This research investigation looks at how architecture can help return a sense of place identity and cultural significance to otherwise placeless zones defined by elevated urban motorways.  The central Auckland site for this design-led research is the Central Motorway Junction (CMJ), commonly referred to as ‘spaghetti junction’ — a site physically and environmentally inappropriate for housing development, but large and high profile enough to contribute significantly to Auckland’s ‘cultural hub’.  The proposed programme for this investigation is a new facility to house Museum of New Zealand Te Papa Tongarewa’s stored collections. Arguably New Zealand’s most valuable cultural holdings, only 3% of Te Papa Tongarewa’s collections are on display at any time. The rest of the museum’s stored collections are completely hidden from public view within its back of house facilities and warehouse structures in Wellington.  Due to Wellington’s location on major fault lines, studies are underway to permanently move the stored collections to Auckland, where they will remain removed from the public eye. This design-led research investigation proposes that once these collections are relocated to Auckland, if they are made visually accessible to the public, they could provide a vital extension of the cultural hub for the city centre.  The investigation proposes to architecturally inhabit one of Auckland’s most prominent lost sites, the Central Motorway Junction, in a way that celebrates its iconic elevated motorway as a viable urban context capable of actively contributing to urban re-vitalisation and cultural consolidation.  The thesis investigation examines the city’s motorway infrastructure as a framework for a new typology for architecture that actively uses the ‘motorway typology’ to establish architectural and place identity. Simultaneously the investigation explores how expansive elevated motorway sites can provide significant footprints for new public buildings to enhance the cultural identity of the urban centre.</p>

scholarly journals Concrete Island: Lost Sites and Hidden Heritage

2021 ◽  
Author(s):  
◽  
Zackary Johnson
Keyword(s):  
Central Business District ◽  
Place Identity ◽  
City Centre ◽  
Cultural Significance ◽  
Urban Context ◽  
Urban Centre ◽  
Urban Planner ◽  
The Public ◽  
Business District ◽  
The City

<p>In cities like Auckland, suburban sprawl has led to the introduction of extensive elevated motorways that create barriers and cuts across the ordering elements of the city. Urban planner Roger Trancik refers to the areas beneath and adjacent to these urban motorways as “lost sites”, considered ‘unbuildable’ even though they occur within the central business district. This research investigation looks at how architecture can help return a sense of place identity and cultural significance to otherwise placeless zones defined by elevated urban motorways.  The central Auckland site for this design-led research is the Central Motorway Junction (CMJ), commonly referred to as ‘spaghetti junction’ — a site physically and environmentally inappropriate for housing development, but large and high profile enough to contribute significantly to Auckland’s ‘cultural hub’.  The proposed programme for this investigation is a new facility to house Museum of New Zealand Te Papa Tongarewa’s stored collections. Arguably New Zealand’s most valuable cultural holdings, only 3% of Te Papa Tongarewa’s collections are on display at any time. The rest of the museum’s stored collections are completely hidden from public view within its back of house facilities and warehouse structures in Wellington.  Due to Wellington’s location on major fault lines, studies are underway to permanently move the stored collections to Auckland, where they will remain removed from the public eye. This design-led research investigation proposes that once these collections are relocated to Auckland, if they are made visually accessible to the public, they could provide a vital extension of the cultural hub for the city centre.  The investigation proposes to architecturally inhabit one of Auckland’s most prominent lost sites, the Central Motorway Junction, in a way that celebrates its iconic elevated motorway as a viable urban context capable of actively contributing to urban re-vitalisation and cultural consolidation.  The thesis investigation examines the city’s motorway infrastructure as a framework for a new typology for architecture that actively uses the ‘motorway typology’ to establish architectural and place identity. Simultaneously the investigation explores how expansive elevated motorway sites can provide significant footprints for new public buildings to enhance the cultural identity of the urban centre.</p>

scholarly journals Sense of Safety and Planning and Design Policies

2018 ◽  
Author(s):  
Rangajeewa Ratnayake ◽  
Naduni Wickramaarachchi ◽  
Julie Rudner
Keyword(s):  
Central Business District ◽  
Building Design ◽  
City Centre ◽  
Personal Safety ◽  
The Past ◽  
Planning And Design ◽  
Planning Development ◽  
Business District ◽  
The City ◽  
City Centres

Planning, development and design policies influence sense of safety of people touse the City centre or Central Business District (CBD) and therefore city centres can becomeactive and vibrant during the day and night. This paper reviews past and present planningpolicies relevant for feeling of personal safety in the context of housing, retail, amenities,street infrastructure, building design and transportation aspects. The past development trendsshow that insignificant attention has been paid to people's sense of safety when using publicspaces, particularly at night, a factor identified important in creating attractive city centressince 1960s. Local plans primarily refer to safety in relation to roads, accessibility andworkability. Local policies also show the dominance of CCTV since the 1990s has becomeubiquitous, but changes to sense of safety in urban spaces now may actually be a betterreflection of planning and design decisions made over the past 20 years.

scholarly journals Reshaping the Gdańsk Shipyard—The Birthplace of the Solidarity Movement. The Complexity of Adaptive Reuse in the Heritage Context

2021 ◽  
Vol 13 (13) ◽  
pp. 7183
Author(s):  
Piotr Lorens ◽  
Łukasz Bugalski
Keyword(s):  
Large Scale ◽  
Adaptive Reuse ◽  
Central Business District ◽  
City Centre ◽  
Brownfield Redevelopment ◽  
Solidarity Movement ◽  
The Subject ◽  
The Creation ◽  
Business District ◽  
The City

The Gdańsk Shipyard—the birthplace of the Solidarity movement—is host to a unique example of a multi-layered brownfield redevelopment project, an area that is burdened by a complex history, overlapping heritage, and multiple memories. These circumstances require an integrated yet differentiated approach to the site’s heritage and make the creation of one homogeneous narration of its future impossible. At the same time, the size of the area, as well as its location within Gdańsk city centre, has meant that its future has been the subject of numerous discussions and speculations conducted over the last 20 years—starting from the creation of a large-scale open-air museum and continuing to the localization of the new Central Business District of the city. Consequently, that broad discussion carried out regarding the scope of redevelopment projects has been rooted in the possible introduction of diverse models of adaptive reuse. This variety of possible approaches also includes discussion on the mode of integrating heritage in the redevelopment processes. The goal of this paper—written just before the initiation of the final stage of the conceptual part of the project—is to present the complexity of approaches to issues related to redevelopment and heritage preservation.

scholarly journals SIGNS OF CHANGE: THE RENAMING OF DURBAN’S STREETS Democratic Alliance v eThekwini Municipality: Unreported Judgment (KZD) Case Numbers 10787/08 and 6608/07 Judgment delivered: 3 June 2010

Obiter ◽  
2021 ◽  
Vol 32 (3) ◽  
Author(s):  
Vishal Surbun
Keyword(s):  
New York ◽  
New York Times ◽  
Central Business District ◽  
Metropolitan Region ◽  
The Public ◽  
To Come ◽  
Business District ◽  
The City ◽  
Inkatha Freedom Party ◽  
Che Guevara

On 27 February 2007, the council of the eThekwini Municipality, the governing entity of the Durban and surrounding metropolitan region, passed the first of two resolutions in terms whereof certain byways and landmarks would be renamed. In a public municipal advertisement, the City’s mayor announced: “The street renaming is indeed an ultimate step towards honouring all the heroes and heroines who fought a fight for a good cause. Chief among these are those who in the pursuit of freedom ventured their way through the troubled bridges of apartheid. Therefore as eThekwini council, we feel honoured to be part of such a historic process of ensuring that names of these great men and women of the struggle remain known even to the generations to come … It is indeed a democratic process: members of the public were consulted and given an opportunity to suggest names. This will ensure that the city we live in is indeed accurately reflecting its people and its history …” Notwithstanding these sentiments, on 1 May 2007, about 10 000 demonstrators marched through the city’s central business district and converged on the City Hall, where the Inkatha Freedom Party (IFP) and the Democratic Alliance (DA) held a joint protest to complain, not about the fact that the streets and landmarks were being renamed, but about the new names themselves. The suggested names of SWAPO, Griffiths Mxenge, Andrew Zondo and Che Guevara spawned a public outcry and accusations that the process was carried out without proper consultation. The controversy prompted the New York Times to observe that “Durban is different. Intentional or not, some of the proposed name changes clearly flick at scabs covering deep divisions”. Against this background, the DA and the IFP launched an application in the public interest in the Durban High Court which will be analyzed hereunder. The Applicants prayed for an order to the effect that the decision by the Municipality to rename the streets must be set aside and for the old names to be restored. A representative for the DA announced that:“We took this case to court because we believed, and still do believe that the rights and opinions of thousands of eThekwini’s citizens were trampled by the actions of the municipality who simply roughshod over their objections”.

Identifying and Visualizing Congestion Bottlenecks with Automated Vehicle Location Systems

2017 ◽  
Vol 2649 (1) ◽  
pp. 61-70 ◽  
Author(s):  
Christopher Bucknell ◽  
Alejandro Schmidt ◽  
Diego Cruz ◽  
Juan Carlos Muñoz
Keyword(s):  
Transport System ◽  
Public Transport ◽  
Central Business District ◽  
Operating Costs ◽  
Sources Of Information ◽  
The Public ◽  
Public Transport System ◽  
Business District ◽  
The City ◽  
Radial Axis

Monitoring speeds and identifying problem areas are essential for any public transport system because of the direct impact on its operating costs and on users’ travel time. This study generated a tool that identified, quantified, and displayed operational bottlenecks of bus operation in a city. The model was applied to the public transport system in Santiago, Chile, which faced a steady decline in operating speed. It was possible to identify locations with the most serious problems; this factor allowed transit authorities to focus their efforts on the areas that needed it the most. In addition, it was found that problems were concentrated in certain sectors of the city, including the central business district and intersections where the radial axis roads encountered the city’s central ring road. Once a problem is identified, it is essential to conduct site visits and combine the findings of this research with other sources of information to find the cause of the problem and propose solutions.

scholarly journals Twelve shades of grey: encountering urban colour in the street in British provincial towns, c. 1945–1970

Urban History ◽  
2018 ◽  
Vol 46 (2) ◽  
pp. 288-308
Author(s):  
LUCY FAIRE ◽  
DENISE MCHUGH
Keyword(s):  
Oral History ◽  
Visual Experience ◽  
Central Business District ◽  
Town Planning ◽  
City Centre ◽  
New Materials ◽  
Post War ◽  
Business District ◽  
The City ◽  
City Centres

ABSTRACTThis article examines the neglected sensory experience of visual physical colour in the city/town centre or what is now referred to as the Central Business District. It focuses on the post-war period when reconstruction, town planning, new architecture, novel materials and technologies, and investment were all transforming British city centres. The research uses film, photographs, planning documents, oral history and social media reminiscences to research the users’ experience of colour in the city centre streets. It argues that, although new materials in construction opened up the possibilities of bright, ‘non-natural’ colours in the urban built environment, the visual experience of colour was found mainly in the ephemera of everyday life. Furthermore, it argues that colour was an important component in constructing people's sense of place and belonging in the city.

scholarly journals Retail Outlets and City Centrality: Perspectives from a Sub-Saharan African City

2019 ◽  
Vol 2 (3) ◽  
Author(s):  
Eti-obong Simeon Ema
Keyword(s):  
Central Business District ◽  
City Centre ◽  
Retail Outlet ◽  
City Space ◽  
Retail Outlets ◽  
Central Business Districts ◽  
Sub Saharan ◽  
Business District ◽  
The Relationship ◽  
The City

Sub-Saharan African cities are uniquely characterized by retail competition influencing outlet location. This work focused on revealing retail outlet location in Uyo and its relationship with distances from the Central Business Districts. Distance was measured along the six major arterial roads that link the city to the central business districts by the use of Google Map[5] Distance Calculator and itouch maps [7] technology. Six arteries were divided into four distinct spaces in kilometers namely 0-1km, 1-2km, 2-3km, 3-4km. Retail Outlets were grouped into ten classes. Data was analysed using distance in kilometers from the Central Business District as variable Y1. The independent variables X1, X2, X3, X4, X5 and X6 were the six major arteries represented by the location of each specific retail outlet group. Utilising SPSS version 20 software the results reflected centre a 47.9 percent variation in retail outlets location with correlation coefficient (R) of 69.2 % revealing a strong relationship between the distances from the Central Business Districts and the location of retail outlets located across the six major arteries. H1 was accepted which states a significant relationship in the location of retail outlets as distance increase from the city centre across the linkages. This confirms a strong intensity of location of retail outlets in the city centre with a gradual decline as distance increase from the centre. Although there was an increase in intensity of retail outlets in junctions away from the Central Business Districts according to multiple nuclei concept. It is recommended that urban expansion through growth poles.Aim: To access the relationship between retail outlets location and distance from central business district in a Uyo. Research Questions: This work provided answers to the following questions: 1. Where are these retail outlets located in the city space? 2. What is the relationship between Retail outlets and the distance from the City Centre? Objectives: 1. To explain the distribution of location of retail outlets in city space. 2. To reveal the relationship between Retail Outlets and distance from the City Centre. Hypothesis: There is no significant relationship between the distance from the central business district and the location of retail outlets.

scholarly journals Women and Crime in Central Business District Area

2018 ◽  
Vol 3 (9) ◽  
pp. 207
Author(s):  
Rohana Sham ◽  
Norhayati Omar ◽  
Dia Widyawati Amat
Keyword(s):  
Publishing House ◽  
Working Women ◽  
Central Business District ◽  
City Centre ◽  
Crime Victim ◽  
International Publishing ◽  
Business District ◽  
High Level ◽  
The City ◽  
Open Access Article

Crime in the central business district has gain momentum over several years. With the increasing of a non index crime in Malaysia, it has also indirectly increase the chances of becoming a crime victim among women. Thus, this study intended to examine the exact crime incident area in the city centre that will affect the working women who depend on stage bus to commute. Result shows that most crime occur while walking and waiting at the bus stop. A high level of unsafe were spotted, when they rated a higher dissatisfaction against attributes like comfortable, security and information of the bus.Keywords: Woman travellers; Crime area ;Central Business District; Level of safety ,eISSN 2398-4295 © 2018. The Authors. Published for AMER ABRA cE-Bs by e-International Publishing House, Ltd., UK. This is an open-access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer–review under responsibility of AMER (Association of Malaysian Environment-Behaviour Researchers), ABRA (Association of Behavioural Researchers on Asians) and cE-Bs (Centre for Environment-Behaviour Studies), Faculty of Architecture, Planning & Surveying, Universiti Teknologi MARA, Malaysia.

Performance of concrete buildings in the 22 February 2011 Christchurch earthquake and implications for Canadian codes

2013 ◽  
Vol 40 (8) ◽  
pp. 759-776 ◽  
Author(s):  
Kenneth J. Elwood
Keyword(s):  
Central Business District ◽  
Office Buildings ◽  
City Centre ◽  
Future Research ◽  
Severe Damage ◽  
Concrete Buildings ◽  
Significant Damage ◽  
Observed Damage ◽  
Business District ◽  
The City

At 12:51 pm local time on 22 February 2011, a M 6.2 aftershock of the 4 September 2010, Darfield earthquake shook the city of Christchurch, New Zealand. The aftershock occurred on an unmapped fault less than 10 km from the city centre resulting in significant damage, particularly in the Central Business District (CBD). The earthquake resulted in the collapse of two reinforced concrete office buildings, one parking garage, and numerous unreinforced masonry buildings, including many heritage structures, leading to 185 deaths. Liquefaction was wide spread in the CBD and the eastern suburbs, resulting in foundation movement for housing and office buildings alike. Many buildings in the CBD experienced severe damage, some requiring demolition, necessitating careful controlled access to the CBD in the months following the earthquake. This paper summarizes the recorded earthquake shaking and observed damage to concrete buildings in CBD, with a specific focus on identifying future research and possible changes for seismic design practice and codes in Canada to address the Christchurch observations.

Walking Distances to and from Light-Rail Transit Stations

1996 ◽  
Vol 1538 (1) ◽  
pp. 19-26 ◽  
Author(s):  
Sean O'Sullivan ◽  
John Morrall
Keyword(s):  
Central Business District ◽  
Design Guidelines ◽  
Walking Distance ◽  
Light Rail ◽  
Rail Transit ◽  
Light Rail Transit ◽  
Bus Stop ◽  
Business District ◽  
The Relationship ◽  
The City

A quantifiable basis for developing design guidelines for pedestrian access to light-rail transit (LRT) stations is provided for planners based on observations in Calgary, Canada. Calgary's LRT system, which began operations in 1981, has been operating for long enough for walking patterns to and from its stations to become established. Interviews were conducted with 1,800 peak-hour LRT users about the origins and destinations of their LRT trips. Those who walked to or from a station were asked to point out on a map their approximate origins or destinations. The distances were then measured off the maps. Walking distance guidelines were developed for central business district (CBD), transfer and local stations. Catchment area maps were produced, and the relationship between reported walking time and measured walking distance was calculated. Also compared are the walking distances at LRT stations and the walking distances at bus stops. The research strongly indicates that people walk farther to reach an LRT station than a bus stop. Using bus walking standards would result in an underestimate of LRT walking distances by about half. For the city of Calgary the average walking distance to suburban stations is 649 m with a 75th-percentile distance of 840 m. At CBD stations the average walking distance is 326 m and the 75th-percentile distance is 419 m.

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