Revisiting the Mesopotamian City: a Drawing of its Inhabitants' Mental- Image

Mesopotamian cities were formed sometime during the fourth millennium BCE, and many of them continued to be inhabited as much as 3000 years. While urban characteristics of these cities has been extensively studied, the current article is concerned with exploring the inhabitants' daily experience in the city; a subject that has not been sufficiently explored despite its importance in urban studies. The objective is to expand the understanding of the relation between the ancient city and its occupants. The paper adopts the concept of the City Image as introduced in the seminal work of Kevin Lunch "Image of The City" in investigating aspects of the Mesopotamian city that qualifies it to form a strong mental Image for her citizens, derived from the legibility of its elements and the structure they form. Using a descriptive analytical method in reviewing previous literature, the research first clarifies the shared characters of Mesopotamian cities, and addresses the stature of the city in Mesopotamians' culture. I then specify the five urban elements of the city image as categorised by Lynch; paths, nodes, edges, districts and landmarks, in addition to addressing manifestations of the citizens' urban life in the Mesopotamian city. Afterward, visualization of the citizen's daily experience through the urban fabric of the city is provided, to arrive at a conclusion of the Legibility of the mental image of the Mesopotamian city in the perception of its citizens.

Imagine a Walkable City: Physical activity and urban imageability across 19 major cities

Can the shape of a city promote physical activity? The question of why individuals engage in physical activity has been widely researched, but that research has predominantly focused on socio-demographic characteristics (e.g., age, gender, economic status) and coarse-grained spatial characteristics (e.g., population density), overlooking key urban characteristics of, say, whether a city is navigable or, as urban theorist Kevin Lynch put it, whether it is ‘imageable’ (whether its spatial configuration is economic of mental effort). That is mainly because, at scale, it is neither easy to model imageability nor feasible to measure physical activity. We modeled urban imageability with a single scalable metric of entropy, and then measured physical activity from 233K wearable devices over three years, and did so across 19 major cities in the developed world. We found that, after controlling for greenery, wealth, walkability, presence of landmarks, and weather conditions, the legibility hypothesis still holds: the more imageable a city, the more its dwellers engage in physical activity. Interestingly, wealth (GDP per capita) has a positive association with physical activity only in cities with inclement climate, effectively acting as a compensation mechanism for bad weather.

Strengthening Local Centres: Addressing Residential Proximity, Retail Convenience and Urban Amenity within Neighbourhood Centres

<p>This research develops a set of design criteria to direct the enhancement of residential proximity, retail convenience and urban amenity within neighbourhood centres. Neighbourhood centres are an important part of a city's infrastructure. They can provide service amenities for local residents, foster social interaction, create economic platforms for smaller businesses, provide nearby places of work and contribute to the local identity of their surrounding neighbourhoods. Neighbourhood centres create layers of intensity within our suburban fabric. Traditionally, neighbourhood centres served their local market catchment. Today, by contrast, there are many retail alternatives easily accessible to our mobile society. In New Zealand, these centres are often located in low density suburbs; if they are to maintain a level of patronage, they must compete to hold their local customers. In this study, three aspects of the retail experience – proximity, convenience and urban amenity – were identified as fundamental considerations in the selection of a retail environment. A literature survey was carried out to create an initial set of design criteria which outline the key priorities for these three research themes. Comparative analysis of three neighbourhood centres in Christchurch, and detailed analysis of one of these centres, informed a number of subsequent refinements to these criteria, making them more specific to the residential, retail convenience and urban characteristics of these centres. The Christchurch centre of Woolston was chosen as the site for a design case study, where the amended set of criteria directed the design of both a master plan and an individual building. Finally, the design outcomes were used to formulate a number of strategies which can be used to retrofit other centres, responding to their existing built fabric and suburban structure. These strategies include parking lanes, central orientation spaces, anchor structures, secondary streets and retail zones. These strategies ensure that neighbourhood centres can provide both residential proximity and retail convenience in such a way that enhances their urban amenity. Ultimately, this research provides strategies to develop neighbourhood centres as distinct, convenient and enjoyable places to work, live and visit.</p>

Strengthening Local Centres: Addressing Residential Proximity, Retail Convenience and Urban Amenity within Neighbourhood Centres

<p>This research develops a set of design criteria to direct the enhancement of residential proximity, retail convenience and urban amenity within neighbourhood centres. Neighbourhood centres are an important part of a city's infrastructure. They can provide service amenities for local residents, foster social interaction, create economic platforms for smaller businesses, provide nearby places of work and contribute to the local identity of their surrounding neighbourhoods. Neighbourhood centres create layers of intensity within our suburban fabric. Traditionally, neighbourhood centres served their local market catchment. Today, by contrast, there are many retail alternatives easily accessible to our mobile society. In New Zealand, these centres are often located in low density suburbs; if they are to maintain a level of patronage, they must compete to hold their local customers. In this study, three aspects of the retail experience – proximity, convenience and urban amenity – were identified as fundamental considerations in the selection of a retail environment. A literature survey was carried out to create an initial set of design criteria which outline the key priorities for these three research themes. Comparative analysis of three neighbourhood centres in Christchurch, and detailed analysis of one of these centres, informed a number of subsequent refinements to these criteria, making them more specific to the residential, retail convenience and urban characteristics of these centres. The Christchurch centre of Woolston was chosen as the site for a design case study, where the amended set of criteria directed the design of both a master plan and an individual building. Finally, the design outcomes were used to formulate a number of strategies which can be used to retrofit other centres, responding to their existing built fabric and suburban structure. These strategies include parking lanes, central orientation spaces, anchor structures, secondary streets and retail zones. These strategies ensure that neighbourhood centres can provide both residential proximity and retail convenience in such a way that enhances their urban amenity. Ultimately, this research provides strategies to develop neighbourhood centres as distinct, convenient and enjoyable places to work, live and visit.</p>

Analysis of the Uniqueness and Similarity of City Landscapes Based on Deep Style Learning

The city landscape is largely related to the design concept and aesthetics of planners. Influenced by globalization, planners and architects have borrowed from available designs, resulting in the “one city with a thousand faces” phenomenon. In order to create a unique urban landscape, they need to focus on local urban characteristics while learning new knowledge. Therefore, it is particularly important to explore the characteristics of cities’ landscapes. Previous researchers have studied them from different perspectives through social media data such as element types and feature maps. They only considered the content information of a image. However, social media images themselves have a “photographic cultural” character, which affects the city character. Therefore, we introduce this characteristic and propose a deep style learning for the city landscape method that can learn the global landscape features of cities from massive social media images encoded as vectors called city style features (CSFs). We find that CSFs can describe two landscape features: (1) intercity landscape features, which can quantitatively assess the similarity of intercity landscapes (we find that cities in close geographical proximity tend to have greater visual similarity to each other), and (2) intracity landscape features, which contain the inherent style characteristics of cities, and more fine-grained internal-city style characteristics can be obtained through cluster analysis. We validate the effectiveness of the above method on over four million Flickr social media images. The method proposed in this paper also provides a feasible approach for urban style analysis.

Mobility-as-a-Service: Simulation of Multi-Modal Operations in Low-Density Cities

In the case of the low-density city, empirical evidence continuously demonstrates that transit investment is not a magic bullet. Desirable outcomes are not guaranteed and are often dependent on development density and other urban characteristics. Mobility-as-a-service (MaaS) presents a new approach: a digital platform providing access to multi-modal travel alternatives and totally comprehensive integrated trip-making, planning, and payment services. Review of the literature highlights shortcomings in traditional transportation planning by examining aspects of multi-modal planning such as adoption, parterships, operations, integration, capacity implications, and impact analyses. To enhance the practice of multi-modal planning, the following experiment evaluates various performance measures and inter-modal interactions on International Drive in Orlando, Florida, U.S., via D- and I-optimal experimental designs in a simulated MaaS network. Alternative scenarios are developed comparing varied modal shares across five travel modes: personal vehicles, transit, ridesourcing (or ride-hailing), micro-mobility, and walking. The modal effects are analyzed to highlight the strengths and weakness of each mode under a variety of congestion conditions. While transit enjoys the lowest impact per person, ridesourcing demonstrates adverse effects across all measures. Based on the novel interactions of transit and ridesourcing with directional demand, strategies are outlined for optimizing ridesourcing-transit integration to reduce route travel time, queuing, and overall network delay. The performance impacts of curbside facilities are also discussed for improved multi-modal integration at the street level. These findings are applied to propose a framework for effective planning and implementation of mobility services in low-density cities, focused on operations, city-level connectivity, and curbside management.