edge city
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Cities ◽  
2020 ◽  
Vol 106 ◽  
pp. 102919
Author(s):  
Igal Charney
Keyword(s):  

2020 ◽  
Vol 12 (19) ◽  
pp. 8001
Author(s):  
Julia Kurek ◽  
Justyna Martyniuk-Pęczek

Compact housing structures located in city centers are considered to be the most energy and environmentally effective, mainly due to the access to services, transport networks and municipal infrastructures. There is the question of why so many of the acknowledged ecological housing complexes are located on the outskirts of cities or suburbs. Numerous cities decide to introduce strategies either to densify city centers, hoping to improve energy efficiency. The Tricity metropolitan area is a special case undergoing dynamic transformation, and its development overlaps with the processes of both planned densification of the center as well as uncontrolled suburbanization. The goal of this study was to find the correlation between optimal location of an eco-district from the functional center of the Tricity metropolitan area, allowing for the most favorable energy and environmental parameters related both to the architectural and urban scale. The research was conducted in four different scenarios, concerning present and future development. In these scenarios, specific locations were examined, and the following were compared: total energy consumption, ecological footprint and CO2 lifecycle emissions. This study shows the possibility for suburban housing complexes with appropriate parameters in an edge city model to have the same or better results than complexes situated closer to the functional center of the city. This is mainly due to the building’s energy efficiency, sustainable mobility, municipal infrastructure and relevant service access. The research proves the importance of implementing sustainable energy-saving and environmentally oriented activities at both an architectural and urban scale planning process.


Africa ◽  
2019 ◽  
Vol 89 (03) ◽  
pp. 499-520 ◽  
Author(s):  
Brenda Chalfin

AbstractWhat can the dialectics of waste work tell us about the urban underclass in the flux of late capitalism? What might waste reveal more broadly about the contradictions and uncharted possibilities of material accumulation in urban Africa? Utilizing a relational optic, these issues are explored from the perspective of young men working in the rubbish dumps of Ghana's ‘edge city’ of Ashaiman, a space where the detritus of local and global markets and struggles for urban survival converge. Here, day-to-day entanglements with city dwellers’ discarded items muddy the expected terms of economic dispossession and attainment. At Ashaiman's dump, the perils of social and bodily breakdown are matched by the promise of expanded reproduction via waste work, invigorating the economic prospects of the region's footloose underemployed. Relevant well beyond Ghana, such inversions point to an insistent underside of late-capitalist overproduction: namely, in this dense space of discard and decay, those on the lowest rungs of the urban economic ladder meld bodily expenditure, social aspiration and material breakdown to forge fragile futures and to format urban space. Blending materialisms new and old, a view from Ashaiman's dump bridges the insights of relational ontologies focused on the agency of things and labour-based renderings of capitalism's transformation.


2019 ◽  
Vol 24 (3) ◽  
pp. 283
Author(s):  
Noviyanti Noviyanti

In Indonesia there are some terminal type A that perceived lack benefits for users because the location is less representative. With quantitative analysis by AHP method the survey held on Bus Terminal at Giwangan and Leuwipanjang. The criteria to decide the location of terminal type A are passanger demand (0.39), density of traffic and road capacity (0.17), environmental sustainability (0.13), integration between modes (0.10), RUTR (0.09), topography (0.07), and security and safety (0.06). The criteria below passanger demand are number of routes, transportation nodes, travel deployment, travel destination and origin. The density of traffic and road capacity has 4 sub-criteria: low-side constraints, the degree of saturation> 0.7, on arterial roads min IIIA, and have access at least 100 m Sub criteria of environment sustainability: AMDAL documents, lower emissions, noise level <74 dB. Sub criteria of integration between modes are intermodal transfer facilities, 5 routes of public transportation, and b us shelter around bus terminal. Sub criteria for RUTR are located in capital of province, on the AKAP route network, located on the edge city, and the distance between terminal is 20 km. Sub criteria of topography are: easy access AKAP traffic and has at least 5 ha land area in Java. Sub criteria for safety and security are low fatality, safe from safety interruption, easy access for safety official.Keywords: Terminal, Determination of location, AHP  Di Indonesia terdapat beberapa terminal A yang kurang dirasakan manfaatnya bagi pengguna kendaraan angkutan umum yang salah satu penyebabnya dikarenakan lokasinya yang kurang representatif. Dengan mengevaluasi kriteria penetapan lokasi terminal type A dengan analisis kuantitatif menggunakan metode AHP, dari lokasi terminal Leuwipanjang dan Giwangan sebagai lokasi survey, tersusunlah konsep kriteria penempatan lokasi terminal tipe A dengan urutan prioritas demand terminal (0,39), kepadatan lalu lintas dan kapasitas jalan (0,17), kelestarian lingkungan (0,13), keterpaduan antar moda (0,10), RUTR (0,09), Kondisi topografi (0,07), dan keamanan dan keselamatan (0,06). Dari tiap kriteria utama terdapat subkriteria yaitu untuk demand terminal adalah jumlah trayek, simpul transportasi, penyebaran perjalanan, dan asal tujuan perjalanan. Kriteria kepadatan lalu lintas dan kapasitas jalan memiliki 4 sub kriteria yaitu hambatan samping yang rendah, derajat jenuh > 0,7, terdapat pada jalan arteri min IIIA, dan memiliki akses masuk minimal 100 m. Untuk kriteria kelestarian lingkungan memiliki urutan sub kriteria yaitu dokumen AMDAL, nilai emisi yang rendah, kebisingan <74 dB. Urutan sub kriteria untuk keterpaduan antar moda yaitu adanya fasilitas transfer, 5 rute jalur angkot, dan terdapat halte angkot di terminal.Kriteria RUTR memiliki urutan sub kriteria yaitu terletak di ibukota propinsi, terletak pada jaringan trayek AKAP, terletak di pinggir kota, dan jarak antar terminal 20 km.Kriteria kondisi topografi memiliki 2 sub kriteria yaitu akses yang mudah untuk lalu lintas AKAP dan memiliki luas lahan minimal 5 Ha di Pulau Jawa. Untuk sub kriteria keamanan dan keselamatan yaitu fatalitas rendah, aman dari gangguan keselamatan, akses petugas mudah.Kata kunci: Terminal, Penetapan lokasi, AHP


2018 ◽  
Vol 74 (4) ◽  
pp. 1507-1526
Author(s):  
Carlos José Lopes Balsas

Music is an art form and a mean of expression and performance. The instruments utilized to produce musical sound are as varied as the sounds desired and the materials and technologies utilized to produce it. The memorialization and celebration of sounds (and instruments) in specialized museums, such as Phoenix’s Musical Instrument Museum (MIM), is simultaneously a philanthropic investment and a wealth creation strategy. Based on an in-depth analysis of MIM’s location, planning, operations and growth ventures, this article answers the research question of whether edge city cultural investments work against institutionalized urban revitalization political agendas aimed at partially reversing sprawl development tendencies. I utilize Petula Clark’s ‘Downtown’ and Pedro Barroso’s ‘Tanta Gente’ songs to compare and contrast an institutionalized urban revitalization vision with real estate strategies aimed at capitalizing on inexpensive land in the suburbs. I argue that MIM’s launch in north Phoenix in 2010 is marred in the practically mute unsustainable patterns of metropolitan development so common in the pre-2008–2009 crisis reality of the U.S. Southwest. The key finding is a set of implications at the intersection of cultural planning and environmental citizenship in North America and beyond.


2018 ◽  
Vol 40 (4) ◽  
pp. 379-392 ◽  
Author(s):  
Nicholas A. Phelps ◽  
Hiroaki Ohashi

The tradition of planning for polycentricity in Tokyo saw outer suburbs designated as Business Core Cities (BCCs). However, as the national economy and population growth have stagnated and Tokyo’s needs as a world city have come to the fore, the outer suburbs have been left exposed. Despite attempts to reinforce outer suburban growth with the BCC policy, Tokyo’s is a story of edge city denied. At a time when attention has turned to planning for the increased urbanity of suburbs or arresting inner suburban decline, Tokyo speaks to a phenomenon of outer suburban decline barely conceivable in mature economies.


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