Planning of Urban Quarters, Districts and Neighbourhoods in Islam’s Holiest City: A Comparative Analytical Study

Global experiences of planning urban areas are characterised by adopting hierarchical structures from large to small structures, i.e. residential quarter (large residential area), residential district and then residential neighbourhood. Each structure is characterised according to the area, the number of people and the services required for targeting a sustainable urban environment. This concept is a milestone in urban planning in Saudi Arabia. The research attempted to discuss the general trend of planning housing projects in Saudi Arabia and the extent of applying the hierarchal concept. Three models were chosen randomly in Makkah, showing such planning hierarchy. These are Al Shawqiyyah, Al Sharaie and Al Rabwah. These projects were planned four decades ago and became a reality. Through comparative analytical methods, findings revealed ambiguity of the hierarchal planning concept in these projects. Further, the traditional neighbourhood concept was prevalent in most neighbourhoods characterised by low-density development in planning but medium and high densities in reality. The problem is getting worse as cities grow horizontally and vertically. Consistent scientific analysis based on practice and continuous meta-analysis was used. The paper calls for the need to change the current premises of housing plans and reorganise the accumulated problems according to global experiences and local standards.

You Won't be My Neighbor: Opposition to High Density Development

Virtually every city in the United States bans multifamily homes in at least some neighborhoods, and in many cities most residential land is restricted to single family homes. This is the case even though many metropolitan areas are facing skyrocketing housing costs and increased environmental degradation that could be alleviated by denser housing supply. Some scholars have argued that an unrepresentative set of vocal development opponents are the culprits behind this collective action failure. Yet, recent work suggests that opposition to density may be widespread. In this research note, I use a conjoint survey experiment to provide evidence that preferences for single-family development are ubiquitous. Across every demographic subgroup analyzed, respondents preferred single-family home developments by a wide margin. Relative to single family homes, apartments are viewed as decreasing property values, increasing crime rates, lowering school quality, increasing traffic, and decreasing desirability.

Suburban to Urban: Wellington High Density Family Housing

<p>‘Suburban to Urban’ explores a family-focused high-density residential model as an inner-city alternative to the suburban detached home. The research responds to two key criteria; first how to meet the needs and desires of families in an inner city high-density environment, second the spatial qualities that encourage a sense of community in a high-density mixed demographic environment to enable the creation of a positive public realm. Located in Te Aro, Wellington, this thesis identifies through research a criterion of qualities intrinsic to suburban living in New Zealand and defines a methodology that enables the translation of this criterion into the spatial design of a family-focused high-density development in Wellington’s inner city.</p>

Suburban to Urban: Wellington High Density Family Housing

<p>‘Suburban to Urban’ explores a family-focused high-density residential model as an inner-city alternative to the suburban detached home. The research responds to two key criteria; first how to meet the needs and desires of families in an inner city high-density environment, second the spatial qualities that encourage a sense of community in a high-density mixed demographic environment to enable the creation of a positive public realm. Located in Te Aro, Wellington, this thesis identifies through research a criterion of qualities intrinsic to suburban living in New Zealand and defines a methodology that enables the translation of this criterion into the spatial design of a family-focused high-density development in Wellington’s inner city.</p>

Becoming Urban: New Zealand towns in the 1850s

During the 1850s the first inland towns were founded at Greytown and Masterton. They signalled a new direction in Pākehā settlement, a movement from coastal edge port "cities" to secondary towns in the (North Island) interior. It was from these centres that colonisation proceeded apace. These new towns followed the pattern of New Zealand urbanism established in the 1840s: low-density development with houses and buildings scattered over a wide domain. Could they then really be called towns? Architecturally, the built environment of all towns might be best described as utilitarian and frontier-like. But the decade is notable for the first expressions of a grander, civic architecture, best shown in the construction of public buildings, some of which are examined here. Were these New Zealand's first urban buildings?

882Relationship of Urban Sprawl with Overweight and Obesity: Roles of Physically-Active and Sedentary Travel Behaviours

Background Urban sprawl – low-density neighbourhood developments at the city’s periphery – is related to risk of overweight/obesity. Our mediation analysis examined the extent to which this relationship may be explained by physically-active and sedentary travel behaviours. Methods We analysed data from 2,465 metropolitan residents in the 2011-12 wave of the Australian Diabetes, Obesity and Lifestyle Study. Urban sprawl measure was geographic information system derived residential proximity to the major city centre. Self-reported weekly frequency of walking for transport (WT) and car driving duration (car use) were used as measures of physically-active and sedentary travel behaviours. Risk of overweight/obesity was calculated using objectively-measured body mass index (&gt; 25 kg/m2). Multi-level regression models and joint-significance mediation tests were used. Results Residing near the city centre was associated with higher levels of WT and lower levels of car use. For instance, compared to those living within 10km from the city centre, those living over 30km away had 57% lower WT frequency (p&lt;0.001) and 1.4 hours/week more car use (p=0.002). In turn, lower levels of WT and higher levels car use were associated with elevated overweight/obesity risk. Conclusions These analyses suggest that travel behaviors can be potential mediators in relationships of urban sprawl with overweight/obesity. Future studies are warranted to assess causality of these relationships. Key messages Urban planning policies need to consider these impacts of the expansion of urban sprawl and promote inner-city high-density development by encouraging more physically-active travel and less time spent sitting in cars to reduce the population burden of overweight/obesity.

Problematising concepts of transit-oriented development in South African cities

Transit-oriented development (TOD) is generally defined as planned high-density development containing a mixture of residential, retail, commercial and community uses around a transit hub and surrounded by a high-quality urban realm that prioritises the pedestrian (and more recently the cyclist) over the automobile. This article analyses the steps taken in Cape Town and Johannesburg to develop TOD schemes. In so doing, it problematises both the concept of TOD as a universal mechanism in which all cities apply a similar set of guidelines as well as the specific planning practices in South African cities. Drawing on the policy mobilities literature and specifically the emerging discussions of policy mobilities failure, I note the challenges and delays in implementing TOD in South Africa. It is not so much that TOD has been applied incorrectly as that it has been unable to stick in the local context. Rather than furthering the debate on whether a city should or should not promote TOD, viewing their planning through a policy mobilities lens highlights the urban politics of policymaking. Accordingly, the article presents a fine-tuned analysis of TOD as both a conceptual framework as well as a process for actually doing transport planning. Such a critical reading of the intertwined and overlapping practices of policymaking provides insights into the process of urban development and spatial transformation in (South/ern) Africa as well as across cities of the global south.

Dealing with density: an evaluation of density benefit incentives in the Metro Vancouver Region

With increased demand for higher density development a key challenge for local governments is determining how to accommodate this growth while also addressing the pressure it places on local amenities and services. Density Benefit Incentives (DBIs) are a category of policy tools which address this issue by encouraging developers to provide much needed community benefits in exchange for increased density permissions. Due to flexible legislation pertaining to their use, however, the form and function of DBIs in practice can vary significantly. In order to understand the impacts of these policy tools this study investigates the use of three archetypical DBI frameworks commonly employed by municipalities within the Metro Vancouver region. A review of literature and policy in conjunction with case study analysis of three municipalities in the region identifies best practices for DBI implementation based on local context. The report culminates in a list of recommendations for local governments looking to implement their own DBI policy.

Barriers to meeting density targets in suburban communities - a case study look at Markham Centre

Ontario provincial policy has identified 25 Urban Growth Centres in the Greater Golden Horseshoe. Most of these centres are located in municipalities where suburban policies and practices are well entrenched in community development. Markham Centre is studied in detail, where interviews were conducted with municipal planning staff and development industry professionals, to investigate how municipalities are facilitating urban development while trying to meet provincial density targets. The study further attempts to understand the challenges which confront willing developers in building higher densities within the suburban planning context. The role of outside agencies, development charges, parkland dedication and parking requirements, were all identified as barriers to high density development, while the co-operative relationship between the municipality and the developers, the structure of the planning department, the use of an advisory committee and the use of a more prescriptive zoning bylaw were all heralded as aiding development within the city.

Dealing with density: an evaluation of density benefit incentives in the Metro Vancouver Region

With increased demand for higher density development a key challenge for local governments is determining how to accommodate this growth while also addressing the pressure it places on local amenities and services. Density Benefit Incentives (DBIs) are a category of policy tools which address this issue by encouraging developers to provide much needed community benefits in exchange for increased density permissions. Due to flexible legislation pertaining to their use, however, the form and function of DBIs in practice can vary significantly. In order to understand the impacts of these policy tools this study investigates the use of three archetypical DBI frameworks commonly employed by municipalities within the Metro Vancouver region. A review of literature and policy in conjunction with case study analysis of three municipalities in the region identifies best practices for DBI implementation based on local context. The report culminates in a list of recommendations for local governments looking to implement their own DBI policy.