New Urbanism

Subject code: 19ARC701T

Submitted by Navabharathi
ASST.PROF | SAID, SRMIST
 Table of Contents
CHAPTER: 1
1 INTRODUCTION AND NEED ............................................................................................................ 5
1.1 What is New Urbanism? .......................................................................................................... 5
1.1.1 The neighbourhood and the 5-minute walk .................................................................... 5
1.1.2 The "missing middle" ....................................................................................................... 6
1.1.3 Rethinking parking policies .............................................................................................. 6
1.1.4 Incremental development ............................................................................................... 6
1.1.5 The Katrina Cottage ......................................................................................................... 6
1.1.6 Doing the math ................................................................................................................ 7
1.1.7 Tactical Urbanism............................................................................................................. 8
1.1.8 Mixed-use urban centers ................................................................................................. 8
1.1.9 Traditional neighborhood development ......................................................................... 8
1.1.10 Architecture that puts the city ......................................................................................... 8
1.1.11 Form-based codes ............................................................................................................ 9
1.1.12 Lean Urbanism ................................................................................................................. 9
1.1.13 Light Imprint, or "green infrastructure" .......................................................................... 9
1.1.14 Context-based street design .......................................................................................... 10
1.1.15 The public realm ............................................................................................................ 10
1.1.16 The Charter of the New Urbanism ................................................................................. 11
1.1.17 The rural-to-urban Transect .......................................................................................... 11
1.1.18 Transit-oriented development....................................................................................... 11
1.1.19 Street networks.............................................................................................................. 11
1.1.20 The charrette ................................................................................................................. 11
1.1.21 Sustainable urbanism..................................................................................................... 12
1.1.22 Public housing that engages the city ............................................................................. 12
1.1.23 The polycentric region ................................................................................................... 12
1.1.24 Freeways without futures .............................................................................................. 12
1.2 History of New urbanism ...................................................................................................... 12
1.3 NEW URBAN AGENDA: 2030 ................................................................................................. 13
1.3.1 Key components: ........................................................................................................... 13
1.3.2 Three guiding principles ................................................................................................. 14
1.4 Self- sustainable urbanism .................................................................................................... 14

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1.5 Ecological zone ...................................................................................................................... 15
1.6 Ecosystems ............................................................................................................................ 15
1.7 The Structure of Urban Ecosystems ...................................................................................... 15
1.8 Public realm ........................................................................................................................... 16
1.9 Private realm ......................................................................................................................... 17
1.10 Environmental Responsibility ............................................................................................ 17
1.11 Green field and Brown field............................................................................................... 18
1.11.1 What Is a Greenfield Investment? ................................................................................. 18
1.11.2 Dholera to be India’s first Greenfield industrial city...................................................... 19
1.11.3 Greenfield Sites .............................................................................................................. 20
1.11.4 Advantages include: ....................................................................................................... 20
1.12 Brownfield Investment ...................................................................................................... 20
1.12.1 Brownfield Sites ............................................................................................................. 20
1.12.2 Vodafone in India ........................................................................................................... 21
1.12.3 Tata Motors in the United Kingdom .............................................................................. 21
1.12.4 Advantages include: ....................................................................................................... 21
1.13 Brownfield vs. Greenfield Investing .................................................................................. 22
1.14 Grey field ........................................................................................................................... 22
1.14.1 Characteristics ................................................................................................................ 23
1.14.2 Factors necessary for the redevelopment of a grey field site include the following: ... 23
1.14.3 Grey field malls .............................................................................................................. 23
1.14.4 POTENTIAL REASONS FOR MALL DECLINE: .................................................................... 23
1.15 Infill Development ............................................................................................................. 24
1.15.1 The Advantages of Infill Development on Brownfield Sites .......................................... 24
1.15.2 Economic benefits:......................................................................................................... 24
1.15.3 Environmental benefits: ................................................................................................ 24
1.15.4 Social Benefits ................................................................................................................ 24
1.15.5 Health benefits............................................................................................................... 25
1.16 URBAN EXTENSION ............................................................................................................ 25
1.17 Global urbanization is the outcome of three main demographic trends: ........................ 26
1.17.1 Natural increase: ............................................................................................................ 26
1.17.2 Rural to urban migrations: ............................................................................................. 26
1.17.3 International migration:................................................................................................. 27

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 1.18 URBAN GROWTH BOUNDARY ........................................................................................... 27
1.18.1 Urban and Rural boundary model ................................................................................. 27
1.19 REGIONAL PLANNING METHODS ...................................................................................... 29
1.19.1 Aspects of Regional Planning ......................................................................................... 29

Chapter 2
2 NEW URBANISM .......................................................................................................................... 31
2.1 Transit oriented development .............................................................................................. 31
2.1.1 FACTORS DRIVING THE TREND TOWARD TOD .............................................................. 32
2.1.2 COMPONENTS OF TRANSIT ORIENTED DEVELOPMENT ................................................ 33
2.1.3 BENEFITS OF TOD ........................................................................................................... 33
2.2 TOD Case studies ................................................................................................................... 34
2.2.1 Three sections of case studies: ...................................................................................... 35
2.3 CBD ........................................................................................................................................ 35
2.3.1 Characteristics of a CBD ................................................................................................. 35
2.4 Inner City ............................................................................................................................... 35
2.4.1 Problems in Inner City Areas (since 1950s / 1950s) ...................................................... 36
2.5 Inner suburbs ........................................................................................................................ 36
2.6 Case study – Glasgow ............................................................................................................ 37
2.6.1 Map of Glasgow and surrounding areas ........................................................................ 38
2.7 Location of central business district (CBD) ........................................................................... 38
2.8 Inner city................................................................................................................................ 39
2.9 Traditional Neighborhood Structure ..................................................................................... 40
2.10 Patterns of Neighbourhood Structure ............................................................................... 41
2.11 The Neighbourhood Idea ................................................................................................... 42
2.12 Neighbourhood scale......................................................................................................... 45
2.13 Rural-to-urban transect ..................................................................................................... 46

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 1 INTRODUCTION AND NEED
1.1 What is New Urbanism?
New Urbanism is a planning and development approach based on the principles of how cities and
towns had been built for the last several centuries: walkable blocks and streets, housing and
shopping in close proximity, and accessible public spaces. In other words: New Urbanism focuses on
human-scaled urban design.
The principles, articulated in the Charter of the New Urbanism were developed to offer alternatives
to the sprawling, single-use, low-density patterns typical of post- WWII development, which have
been shown to inflict negative economic, health, and environmental impacts on communities.
These design and development principles can be applied to new development, urban infill and
revitalization, and preservation. They can be applied to all scales of development in the full range of
places including rural Main Streets, booming suburban areas, urban neighborhoods, dense city
centers, and even entire regions.
Above all, New Urbanism is about creating sustainable, human-scaled places where people can live
healthy and happy lives. The walkable, vibrant, beautiful places that New Urbanists build work
better for businesses, local governments, and their residents. Anyone that works to create, restore,
or protect a great place can join in the New Urbanism movement.

1.1.1 The neighbourhood and the 5-minute walk

The neighborhood and the 5-minute walk are the foundation of the New Urbanism, and are now a
foundation of planning in general. The concept of the walkable neighborhood seems so obvious
today, it's easy to forget that 20 or 30 years ago this idea was radical. In the last half of the 20th
Century, everything was built in isolated pods. I don't know how we forgot the idea of building in
connected, compact, complete neighborhoods. Actually, we did not exactly forget. This concept
had to be systematically unlearned through the professions, the zoning, the finance rules, and the
academic institutions. Then, after 50 years, the only models we had for new development were

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pods and everybody who ever built a human-scale neighborhood was long gone. New Urbanists
pulled the walkable neighborhood from the dustbin of history and showed that it still worked. This
may be the greatest achievement of the New Urbanism. The neighborhood and the five-minute
walk have become accepted and understood in planning, but they have yet to become the norm
because of traffic engineering.

1.1.2 The "missing middle"

The "missing middle" articulates what is missing from modern production housing, which o􀁼ers
single-family large-lot housing and large apartment complexes, and very little in-between. There
are so many choices in between and the missing middle explores them fully—like townhouses,
cottage courts, duplexes, quadriplexes, live-works, courtyard complexes, small apartment buildings
and granny 􀁼ats. Those choices o􀁼er livable, low-rise density in a human-scale neighborhood. The
missing middle hits just the right notes, like the hook in a popular song.

1.1.3 Rethinking parking policies

Rethinking parking policies had an impact like B-52 bombers on many downtowns. In Buffalo,
somebody said a few years back, "if the goal was to destroy downtown, we only halfway
succeeded." That's a better job than the Germans did to London. Now, from coast to coast, more
sensible parking policies are taking hold and they may be the quickest path to urban revitalization.
Donald Shoup, an economist at UCLA, is a revolutionary thinker in this field.

1.1.4 Incremental development

Incremental development is craft beer applied to development. It is bringing back quality, local
favor, variety, and small operators to the business of real estate development. When you do that, it
is easier to bring back the human-scale public realm. To the degree that your project builds a better
neighborhood, you can build value and wealth as a small developer. The Incremental Development
Alliance holds boot camps, because you going get in shape to be a small developer. Otherwise you
will be eaten up by the big Jurassic developers.

1.1.5 The Katrina Cottage

The Katrina Cottage was the best idea to come out of the biggest new urban charrette ever, the
Mississippi Renewal Forum, which was held six weeks after Hurricane Katrina. The Katrina Cottage
is adorable, like a puppy or a kitten, but it is also incredibly useful. Nearly 4,000 were deployed as
Katrina emergency housing, and they are still used today. They will probably be here 100 years
from now.

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1.1.6 Doing the math
Doing the math for cities and towns. Metrics are powerful, as Chuck Marohn and Joe Minicozzi have
found out. Selling urbanism is pretty easy when you "do the math." Below is the comparison
between Walmart and a century-old building in downtown Asheville. Municipal fiscal health is
really all about good urbanism.

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1.1.7 Tactical Urbanism

Tactical urbanism is the guerrilla warfare of the New Urbanism. There is no way to beat the
departments of transportation with standard warfare. If you line up against them, you may win a
battle, but you will lose the war, and the casualties will be high. The Tactical Urbanists have figured
out that by using quick, tactical methods, you can be in and out and change public opinion before
the DOTs have a chance to react.

1.1.8 Mixed-use urban centers

Why build a shopping center or "office park," an oxymoron, when you could build a town center or
an urban center? Life is more than shopping. Some may find that hard to believe, but it is true. And
businesses all over America are flocking to mixed-use urban centers, because that's where workers
want to be. They don't want to be imprisoned in office parks for half of their waking lives.

1.1.9 Traditional neighborhood development

Why produce a high-quality private realm and low-quality public realm? Why step out of your yard
and confront the harsh, stressful environment of garage-scapes and cars? Instead, build a
neighbourhood or a town. This is an honorable and age-old practice, updated by TND.

1.1.10 Architecture that puts the city

Too much architecture is about competing for attention: Architecture as sculptural object. But the
best architecture is like a symphony, it works with everything around it to create beautiful music.
Part of that music is the spaces in between buildings, because that's where people meet in a city or

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town. That's the public realm. Architecture has a duty to make the public realm better. That can be
as simple as placing a porch in front instead of a garage door. This has been a key goal of new
urbanist architecture make the public realm better.

1.1.11 Form-based codes

Rewrite the DNA of communities. Since the middle of the 20th Century, zoning has been a force
toward sprawling suburbs and disinvestment of historic cities and towns. New urbanists created
urban design codes called form-based codes to physically de􀁼ne streets and public spaces as places
of shared use, and to build complete neighborhoods. Form-based codes have been adopted in
hundreds of cities and towns in the US and abroad as alternatives to conventional zoning.

1.1.12 Lean Urbanism

Lean urbanism Seeks to bring common sense back to planning and development—because great
neighborhoods are built with many hands, often in small pieces. This movement pushes the
envelope to make it easier to build great places and for small players to get in the game.

1.1.13 Light Imprint, or "green infrastructure"

With infrastructure and asphalt, less is more. Light imprint is about building a neighborhood lightly
on the land, allowing as much rain to filter directly into the ground as possible. This is like "pollution
prevention" for New Urbanism.

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1.1.14 Context-based street design
Streets are the bones of a community, and bones are designed according to where they are in the
body. Imagine if you had a femur on your _nger. It would not work well. Similarly, the streets must
be designed according to what is around them, and the activities that are needed and desired.
That's what context-based street design is all about. If a street is primarily designed to move cars, it
won't support social connections, small businesses, walking, or many of the other vital aspects of
community life. In cities or towns, streets are public space.

1.1.15 The public realm

This is where anyone can go, where anyone is welcome, where people meet, and where much of
the business of the city or town takes place. The whole is much, much greater than the sum of the
parts. The public realm includes streets and public spaces. New urbanists tend to enclose these
spaces with buildings. The buildings are walls of outdoor rooms, and people feel comfortable in
rooms. Former Bogota mayor Enrique Peñalosa described the joyful effect of the public realm at its
best: “Great public space is a kind of magical good. It never ceases to yield happiness. It is almost
happiness itself.”

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1.1.16 The Charter of the New Urbanism
The Charter of the New Urbanism is the movement's solid intellectual foundation. The Charter's
principles have withstood the test of time and empirical research, and they can be implemented in
countless ways.

1.1.17 The rural-to-urban Transect

The rural-to-urban Transect is a diagram that brilliantly organizes the built and natural
environments so that the human habitat can be analyzed and understood as a continuum with the
natural world. The Transect teaches us that, as sprawl is a monoculture, traditional urbanism is an
ecosystem just like nature. The Transect is a vital concept for form-based design and coding.

1.1.18 Transit-oriented development

Unifying land use and transportation is the Holy Grail of urban planning. More and more, cities and
towns have been seeking that Holy Grail through transit-oriented development. As much sense as
this concept makes, it was relatively rare until 15 years ago. New urbanists have been instrumental
to bringing it back.

1.1.19 Street networks

The paradox about streets is that in order to get good ones, you have to think beyond any single
street. The City is not a Tree, as Christopher Alexander wrote, it is a connected network of streets.
The idea is at the heart of New Urbanism.

1.1.20 The charrette

To get a complete neighborhood or community you need a complete process, and that is the
charrette. At its best, it brings all of the stakeholders together at all levels in a holistic process. It
compresses the design time so that decisions are made and competing interests can be resolved
under deadline pressure. Charrettes focus the mind.

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1.1.21 Sustainable urbanism
Sustainable urbanism is woven into the fabric of New Urbanism. A few decades ago those two
words would have been considered oxymoronic. No longer. The New Urbanism provides key tools
for environmentalists and sustainability advocates.

1.1.22 Public housing that engages the city

In the late 20th Century, much of the public housing in the US was a mess—routinely built in the
form of "projects" that were symbols of crime-ridden, decaying cities. HUD leadership took the
principles of new urban neighborhoods and applied them with the transformative HOPE VI
program, which changed the face of public housing. These principles became standard for later
federal programs like Choice Neighborhoods and similar initiatives in cities.

1.1.23 The polycentric region

The polycentric region is the superstructure of good urbanism. The idea envisions and supports all
community and place types such as hamlet, village, town, neighborhood, and city—ideally linked to
transit. The polycentric region connects farm to table, nature to urban core, home to workplace,
and enables people to navigate from town to city, and from neighborhood to neighborhood.

1.1.24 Freeways without futures

Freeways without futures a decade-long campaign by CNU—has been at the vanguard of removing
unnecessary freeways from cities. Ramming freeways through city neighborhoods did astronomical
damage to cities in the 20th Century. While many of these freeways are probably here to stay,
others could be removed and replaced with surface streets. Every time this has happened, whether
in San Francisco, New York City, Rochester, Milwaukee, or Seoul, Korea, the city always has gotten
better.

1.2 History of New urbanism

▪ Stefanos Polyzoides coined the phrase New Urbanism in 1991.
▪ First congress in 1993 - Andres Duany and Elizabeth Plater-Zyberk (Alexandia, VA, 1993),
Elizabeth Moule and Stefanos Polyzoides (Los Angeles, CA, 1994), and Peter Calthorpe and
Daniel Solomon (San Francisco, CA, 1995)
▪ Fourth congress in 1996 - Disinvestment in central cities, sprawl, race and income,
environmental deterioration, loss of agricultural lands, and built heritage as the biggest
land-use problem -downtown to the countryside
▪ In 2000s: Urban-oriented codes, street types, building types, public spaces, and various
combinations of these elements were tested in the marketplace—ideas that proved useful
▪ In 2008 housing crash dramatically slowed the rate of suburban expansion and opened the
door for low-cost methods of jump-starting urban places such as Tactical Urbanism and
Lean Urbanism, both initiated by CNU members.
▪ IDEAS: Mixed use, Walkable blocks and streets, Traditional neighbourhood development
(TND), Transit-oriented development (TOD)

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1.3 NEW URBAN AGENDA: 2030
The New Urban Agenda was formally adopted by national governments at the United Nations
Conference on Housing and Sustainable Urban Development, commonly referred to as Habitat III,
on 20 October 2016, in the city of Quito, Ecuador. Provides the global principles, policies and
standards required to achieve sustainable urban development, to transform the way we construct,
manage, operate and live in our cities for next 20 years. Our cities occupy just 2.6% of the earth’s
crust, but are currently home to more than 50% of the world’s population, generate more than 80%
of the world’s GDP, use 75% of the world’s natural resources, consume 75% of global energy supply
and produce approximately 75% of global CO2 emissions.

1.3.1 Key components:

▪ Urban Policies: Developing and implementing urban policies that promotes cooperation
among local-national government and builds multi-stakeholder partnerships to enable them
to achieve sustainable integrated urban development
▪ Urban Governance, Rules and Regulations to enhance municipal finance: The outcomes in
terms of quality of urban settlement depend on the set of rules and regulations that are
framed and made effective. Strengthening urban governance and legislation will provide
directive to the urban development and the necessary stimulus to municipal finance.
▪ Urban Planning and Design: Strengthen urban and territorial planning to best utilize the
spatial dimension of the urban form and deliver the urban advantage.

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1.3.2 Three guiding principles

The New Urban Agenda takes into account the synergies that exists with other global
agreements:

• Sustainable development goals

• Sendai Framework for Disaster Risk Reduction 2015-2030
• Finance for development: ADDIS ABABA
• World Humanitarian Summit: Istanbul May 2016
• Paris agreement 2015: COP21

1.4 Self- sustainable urbanism

We need to reinvent our cities and their relationship to people and nature by re-localising
production so that cities are generative rather than extractive, restorative rather than destructive,
and empowering rather than alienating, where prosperity flourishes, and people have purposeful,
meaningful work that they enjoy, that enables them to use their passion and talent. We need to
recover the knowledge and capacity on how things are made in our cities, by connecting citizens
with the advanced technologies that are transforming our everyday life.

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1.5 Ecological zone
Ecological zone is a landscape unit that unites certain interrelated animal and plant communities
(biocenosis) with a particular social formation and environmental conditions as part of an
integrated system. The definition of an ecological zone relies on flexible criteria. However, humidity
and altitude are key factors in terrestrial systems, while salinity and depth are key factors for
maritime and continental water environments. Temperature is one of the common elements that
affect these environments. All these factors, together with territorial configuration, hydrologic
regime, organic matter, mineral content, and isotopic composition of soil or water, define
ecological zones and their buffer areas. The notion of ecological zones can be associated with other
landscape ecology concepts, such as ecotope, biome, and niche.

1.6 Ecosystems
An ecosystem is a community of living organisms in conjunction with the non-living components of
their environment, interacting as a system. Urban ecosystem, any ecological system located within
a city or other densely settled area or, in a broader sense, the greater ecological system that makes
up an entire metropolitan area.

1.7 The Structure of Urban Ecosystems

Urban ecosystems, like all ecosystems, are composed of biological components (plants, animals,
and other forms of life) and physical components (soil, water, air, climate, and topography). In all
ecosystems these components interact with one another within a specified area. In the case of
urban ecosystems, however, the biological complex also includes human populations, their
demographic characteristics, their institutional structures, and the social and economic tools they
employ. The physical complex includes buildings, transportation networks, modified surfaces (e.g.,

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parking lots, roofs, and landscaping), and the environmental alterations resulting from human
decision making. The physical components of urban ecosystems also include energy use and the
import, transformation, and export of materials. Such energy and material transformations involve
not only beneficial products (such as transportation and housing) but also pollution, wastes, and
excess heat. Urban ecosystems are often warmer than other ecosystems that surround them, have
less infiltration of rainwater into the local soil, and show higher rates and amounts of surface runoff
after rain and storms. Heavy metals, calcium dust, particulates, and human-made organic
compounds (e.g., fertilizers, pesticides, and contaminants from pharmaceutical and personal care
products) are also concentrated in cities.

1.8 Public realm

This is where anyone can go, where anyone is welcome, where people meet, and where much of
the business of the city or town takes place. The whole is much, much greater than the sum of the
parts. The public realm includes streets and public spaces. New urbanists tend to enclose these
spaces with buildings. The buildings are walls of outdoor rooms, and people feel comfortable in
rooms. Former Bogota mayor Enrique Penalosa described the joyful effect of the public realm at its
best: “Great public space is a kind of magical good. It never ceases to yield happiness. It is almost
happiness itself.”

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1.9 Private realm
Labor, Work and Action. These are the three
fundamental categories which she divided human
activity into, and these occur in the spaces of the
public and the private. Labor and work occur
privately while political action occurs publicly. She
later on presents the differences and the importance
of the said spaces: the public and the private realm-
the political space and the personal. The private
realm is the space where freedom may be prevented
and may not be open to the views of people that are
part of this sphere. Also, it is a space where, at the
end of the day in the public sphere, you can recover
from the strains of the public

1.10 Environmental Responsibility

Top five negative impact humans have had on the environment: deforestation, desertification,
global warming, invasive species, and overharvesting. Respect the environment, making rational
use of natural resources and taking steps to prevent pollution from the different processes involved
in our industrial operations. ... Promote the sustainable use of raw materials and natural resources.
Coporate Environmental Responsibility concerns the environmental aspects of Corporate Social
Responsibility (CSR). It is commonly defined as is the way in which organizations can incorporate
environmental issues into their operations in order to eliminate waste and emissions, maximize the
efficiency and productivity of its resources and minimize practices that badly affect the country’s
natural resources. It takes all its meaning in the current context (global warming, destruction of
biodiversity, etc.) and becomes a pillar of development for some organizations that voluntarily
engage. Corporate Environmental Responsibility is about managing the use natural resources in the
most effective and efficient manner in order to reduce environmental impacts and financial costs.
Areas of Focus:
▪ Rational use of natural resources
▪ Taking steps to prevent pollution
▪ Energy Efficiency and Savings
▪ Waste Management
▪ Travel and Transportation
▪ Sustainable Procurement
▪ Sustainable Events
▪ Environmental Management System
▪ Different processes involved in our industrial operations

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 ▪ Promote the sustainable use of raw materials and natural resources.

1.11 Green field and Brown field

Greenfield and brownfield investments are two types of foreign direct investment. With Greenfield
investing, a company will build its own, brand new facilities from the ground up. Brownfield
investment happens when a company purchases or leases an existing facility.

1.11.1 What Is a Greenfield Investment?

The term greenfield refers to buildings constructed on fields that were, literally, green. The word
green is also synonymous with the word new, which may allude to new construction projects by
companies. These companies are generally multinational corporations that begin a new venture
from the ground up, especially in areas where there are no facilities that already exist.
There are several reasons why a company may decide to build a new facility rather than purchase
or lease an existing one. The primary reason is that a new facility offers design flexibility along with
the efficiency to meet the project's needs. An existing facility forces the company to make
adjustments based on the present design. All capital equipment needs to be maintained. New
facilities are typically much less costly to maintain than used facilities. If the company wants to
advertise its new operation or attract employees, new facilities also tend to be more favorable.
There are also downsides to constructing new facilities. Building from scratch can bring more risk as
well as higher costs. For example, a company may have to invest more initially when it decides to

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build from scratch to fulfill feasibility studies, permitting. There may also be problems with local
labor, local regulation, and other hurdles that come with brand new construction projects.

1.11.2 Dholera to be India’s first Greenfield industrial city

The Dholera smart city will have 11% of open green area which officials say will be the largest in the
country. The basic infrastructure for the Dholera Special Investment Region, initiation area of 22.5
kilometres The smart city of Dholera will get stormwater drains, underground ducts, electricity and
water supply, wastewater discharge, wide roads as well as good connectivity. The central
government has granted an amount of Rs 3000 crore. Out of which, for developing infrastructure
before setting up of industries at the site, the DSIRDA has awarded contract works of Rs 2800 crore.
▪ An expressway will come up, connecting Dholera to Ahmedabad. Also, a Metro line will be
developed to reduce the travel time.
▪ In the vicinity of Dholera city, an international airport will be set up as well.
▪ The Dholera smart city will have 11% of open green area which officials say will be the
largest in the country.
▪ Moreover, for housing, the economically weaker sections (EWS), 10% of the area will be
earmarked for residential purposes.
▪ Interestingly, the tap water will be drinkable.

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 ▪ According to DSIRDA officials, once the first phase one of the project is completed,
development of other phases in Dholera with a total area of 400 sq kilometres will be
started.
▪ Discussions are being held between authorities and various industrial houses for setting up
plants in Dholera. The announcement is likely to be made during the Vibrant Gujarat 2019
summit beginning January 18.

1.11.3 Greenfield Sites

Greenfield sites are undeveloped areas within or outside a city, typically on agricultural land. They
are often sought after for the construction of manufacturing plants and other commercial projects
because they are uncomplicated and straightforward for construction.

1.11.4 Advantages include:

▪ Design flexibility for meeting project requirements
▪ Room to expand for future growth
▪ Can be leased or owned
▪ Construction timelines are typically faster
▪ Disadvantages include:
▪ Infrastructure installation often required
▪ Further away from the city and its services
▪ Longer commutes for workers
▪ May be viewed as urban sprawl and a negative environmental impact

1.12 Brownfield Investment

▪ A brownfield (also known as "brown-field") investment is when a company or government
entity purchases or leases existing production facilities to launch a new production activity.
This is one strategy used in foreign-direct investment.
▪ The alternative to this is a Greenfield investment, in which a new plant is constructed. The
clear advantage of a brownfield investment strategy is that the buildings are already
constructed. The costs and time of starting up may thus be greatly reduced and the
buildings already up to code.
▪ Brownfield land, however, may have been abandoned or left unused for good cause, such as
pollution, soil contamination, or the presence of hazardous materials

1.12.1 Brownfield Sites

Brownfields are abandoned, underutilized or contaminated properties. Redeveloping these
properties into productive projects mitigates environmental impacts, provides tax revenue and
improves the social foundation of these communities. However, brownfields may take longer to
develop and could involve more risk.

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1.12.2 Vodafone in India
▪ Vodafone is a telecommunications company headquartered in London and Newbury,
Berkshire. In 2007, the telecom firm completed the acquisition of a majority stake in
Mumbai, India-based Hutchison Essar for $10.9 billion in cash. Through the acquisition,
Vodafone was able to penetrate into the fast-growing Indian telecommunications industry
which, at that time, was adding nearly six million subscribers monthly.

1.12.3 Tata Motors in the United Kingdom

▪ The largest automobile company in India during 2007-08. At that time, the Indian
automaker was the leader in the production of commercial vehicles and was the world’s
second- and fourth-largest bus and truck manufacturer, respectively.
▪ In June 2008, Tata acquired Jaguar Land Rover’s businesses in an all-cash transaction valued
at $2.3 billion. Through the acquisition, the Indian automaker was able to obtain intellectual
property rights, manufacturing plants, two design centres in the United Kingdom, and a
world-renowned network of National Sales Companies.

1.12.4 Advantages include:

▪ Reduces sprawl and destruction of green space
▪ Contributes to redevelopment of a city section
▪ Existing, usable infrastructure may already be in place

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 ▪ Improves brand image by investing in the city and being good environmental stewards
▪ Grants and other incentives help pay for clean-up and improvements
▪ Disadvantages include:
▪ Development could be complicated by discovery of toxic contaminants
▪ Generally longer construction timelines
▪ Older structures may not meet structural requirements and building codes
▪ Higher risk of cost overruns due to unexpected developments
▪ Potential space constraints may limit expansion and slow down construction

1.13 Brownfield vs. Greenfield Investing

While brownfield investing involves the use of previously constructed facilities that were once in
use for another purpose, greenfield investing covers any situation in which new facilities are added
to previously vacant land. The term Greenfield relates to the idea that, before the construction of a
new facility, the land may have literally been a green field, such as an empty pasture, covered in
green foliage prior to use. When a company or government entity purchases or leases existing
production facilities to launch a new production activity, it is called a brownfield investment.
Greenfield investments, unlike brownfields, undertake new construction of property, plant, and
equipment. A brownfield investment is a common form of foreign direct investment (FDI). Land
that may be contaminated by prior activities on the site is called brownfield.

1.14 Grey field

▪ Greyfield land is economically obsolescent, outdated, failing, moribund, or underused real
estate assets or land. The term was coined in the early 2000s from the "sea" of empty
asphalt concrete that often accompanies these sites.
▪ The terms "greyfields" and "grayfields" are used interchangeably by builders, planners and
economic development professionals to describe properties that have been developed, and
have infrastructure in place, but whose use is outdated or bloc
▪ Unlike "brownfields", greyfields typically have little or no environmental contamination. •
Unlike "greenfields", greyfields have already gone through at least one development cycle. •
To the casual observer, physical greyfield sites may appear run down, outclassed or
abandoned. Even to the professionally trained eye, the potential value in greyfields may be
overlooked.ks access to the best approach for the real estate
▪ While the term was originally applied to failing regional malls or other blighted retail
properties that required development intervention to stem their decline, the label is now
often used to describe undervalued or underutilized real estate assets that hold the
potential, through strategic redevelopment, to be transformed into prime investments. The
term has historically been applied to formerly-viable retail and commercial shopping sites

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 (such as regional malls and strip centers) that have suffered from lack of reinvestment and
have been “outclassed” by larger, better-designed, betteranchored malls or shopping sites.
▪ Unlike brownfields, which feature actual or perceived levels of environmental
contamination, greyfields typically do not require remediation in order to unlock value to an
investor

1.14.1 Characteristics
An average site size of a greyfield is 45 acres.bThese sites are both smaller and less connected
to the regional transportation system than those housing America's best-performing malls,
which average over 70 acres in size, with freeway visibility and direct ramp access. Located in
established neighborhoods and shopping districts and on suburban arterials with bus service,
many are already bus hubs. They have formidable competition; on average, greyfield malls have
2.3 million square feet of competing retail space in 22 other centers within 5 mi. They are often
older and smaller than the most successful malls in their region. Conventional renovations will
not be sufficient to breathe new life into many properties. A facelift will do little to help. A new
anchor store, depending on the center's position in the market, may not do much either.

1.14.2 Factors necessary for the redevelopment of a grey field site include the following:
• Market conditions
• Ownership and anchor tenant status;
• Site and location factors;
• Municipal and community capacity;
• Developer and lender capacity

1.14.3 Grey field malls

The term grey field malls are used to describe retail properties that require significant public and
private sector intervention to stem decline. More familiar are brownfields (contaminated urban
development sites) and Greenfields (undeveloped rural land). By contrast, grey fields are developed
sites that are economically and physically ripe for major redevelopment. Absent successful
revitalization efforts, the value of grey field mall sites will be reduced to land value less the cost of
building demolition. • There are sites that have already reached that point, with harsh community
and economic impacts, in every region of the country. For a local community, a grey field is more
than just visual blight. • It means lost tax base, lost job opportunities, and valuable land sitting
unused.

1.14.4 POTENTIAL REASONS FOR MALL DECLINE:

• Changes in accessibility, infrastructure, and transportation corridors that effectively make
older inner city and first-ring suburban malls less competitive.

• Competition from newly constructed centers within 3 to 5 miles. • Changes in surrounding

area household demographics – age of population, racial composition, household income.

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1.15 Infill Development
Infill development is defined as the process of developing vacant, underutilized or abandoned
areas, including brownfield sites, in older neighborhoods, traditional downtowns, and central
business districts or areas that are already largely developed. Many developers and even economic
development organizations (EDOs) prefer greenfields to brownfields as potential sites for
development. This tendency is predicated to a large degree upon the notion that brownfields are
publicly undesirable sites and are often too costly for redevelopment. In most cases, however, infill
development is cheaper than building on greenfields, offering sound economic returns to
developers, while bringing economic, social, environmental, and public health benefits to a
community.

1.15.1 The Advantages of Infill Development on Brownfield Sites

1.15.2 Economic benefits:
Brownfield sites have the necessary infrastructure already in place. Roads, water, gas, electric,
sewer, and data networks have already been paid for by the public or private sector. So, infill
development makes good fiscal sense from both private investment and public expenditure stand
points. Policies advocating more compact, mixed-use development could help increase property
values and generate more property tax revenue per acre than those encouraging development on
the periphery. Deteriorating downtown industrial properties are often regarded as community
landmarks of historical and cultural significance and have the potential to become tourist
destinations. Infill development, especially when it involves the assessment and cleanup of any
environmental contamination, not only encourages reinvestment in nearby properties but also
contributes to smart growth economic development for small cities and towns. Infill development
helps rural communities maintain their "rural character" while strengthening their economies.
Most brownfields are in prime locations endowed with good access to major routes and transit
networks, and within a walking distance of local communities. These features make brownfields
appropriate sites for smart growth redevelopment. An EPA-sponsored study by Duke University
School of Economics concluded that when brownfield sites are remediated, local property values
adjacent to the remediated property may increase as much as 12.8%.

1.15.3 Environmental benefits:

Research shows infill development can reduce driving by bringing housing closer to daily
destinations, relieving environmental costs of increased travel and sprawl. Infill development helps
small towns and rural communities that are under growth pressure to conserve farm land, natural
landscapes, and rural/small town traditions. An EPA-sponsored study by George Washington
University found that for every acre of brownfields that are redeveloped, 4.5 acres of greenfields
are saved from development.

1.15.4 Social Benefits

Infill development could be a response to America's changing demographics. While there is still
demand for suburban lifestyle, a strong tendency has recently emerged, particularly among the
millennials, for living, working, and entertaining in vibrant, walkable neighborhoods in historic

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downtowns. Aging Baby-boomers seek smaller homes with less upkeep typically found in infill
locations. Investment in established neighborhoods and downtowns can bring distressed
communities back to life. Infill development can alleviate spatial segregation. It can help achieve
mixed-income communities and promote social equity by offering diverse housing options.

1.15.5 Health benefits

Brownfield redevelopment reduces pollution emissions and contaminants in the built environment
and helps promote public health and wellness. Infill Development contributes to the public health
of the community not only by promoting walkability but also by offering wide-ranging
transportation options, improving air quality, increasing access to health-promotional services, and
providing quality affordable housing.

1.16 URBAN EXTENSION

Urban growth is an increase in the urbanized land cover. One possible means of urban growth is
by urban extension. Urban growth according to spontaneous or unplanned urban development is
called urban sprawl. The spreading of urban developments (such as houses and shopping centers)
on undeveloped land near a city. Urban expansion is a spatial and demographic process and refers
to the increased importance of cities as a concentration of population within a particular economy
and society. With a rapid development rate, the city gradually tends to be more compact. The

density gradient of people (amount of people per unit of land) has increased on the outside of cities
and decreased in the center, thus expanding the city outward. - Businesses have moved to the
outer areas because their consumer’s area located in suburban areas, which creates "edge cities“.

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Urbanization has been one of the dominant trends of economic and social change of the 20th
century, especially in the developing world. Although cities played a significant role throughout
human history, it is not until the industrial revolution that a network of large cities started to
emerge in the most economically advanced parts of the world. Since 1950, the world’s urban
population has more than doubled, to reach nearly 4.2 billion in 2018, about 55.2% of the global
population. This transition is expected to go on well into the second half of the 21st century, a
trend reflected in the growing size of cities and the increasing proportion of the urbanized
population. By 2050, 70% of the global population could be urbanized, representing 6.4 billion
urban residents. Cities also dominate the national economic output as they account for the bulk of
the production, distribution, and consumption.

1.17 Global urbanization is the outcome of three main demographic trends:

1.17.1 Natural increase:
The outcome of more births than deaths in urban areas, a direct function of the fertility rate as
well as the quality of healthcare systems (lower mortality rates, particularly for infants). Phases in
the demographic transition are commonly linked with urbanization rates, with peak growth years
corresponding to large differences between birth and death rates. Although natural increase played
an important role in the past, it is of much lesser importance today as fertility rates in many
developed economies have dropped significantly. In some cases like Western Europe, Japan, and
South Korea, fertility is below the replacement rate.

1.17.2 Rural to urban migrations:

This has been a strong urbanization factor, particularly in the developing world, where migration
accounted for between 40 and 60% of urban growth. Such a process has endured since the

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beginning of the industrial revolution in the 19th century, first in the developed world in the first
half of the 20th century and then in the developing world since the second half. The factors behind
rural to urban migrations may involve the expectation to find employment, improved agricultural
productivity, which frees rural labor or even political and environmental problems where
populations are constrained to leave the countryside. The industrialization of coastal China and its
integration to the global trade system since the 1980s has led to the largest rural to urban
migration in history. According to the United Nations Population Fund, about 18 million people
migrate from rural areas to cities each year in China alone.

1.17.3 International migration:

The growth in international migration has been an important factor in the urbanization of major
gateway cities, such as Los Angeles, Miami, New York, London, and Paris. This process tends to take
place in the largest cities, but there is a trickle-down to cities of smaller size.
Through urbanization, fundamental changes in the socio-economic environment of human activities
have been observed. What drives urbanization is a complex mix of economic, demographic, and
technological factors. The growth in GDP per capita is a dominant driver of urbanization, but this is
supported by corresponding developments in transportation systems and even the diffusion of air
conditioning, allowing for settlements in high-temperature areas such as the Middle East (e.g.
Dubai). Urbanization involves new forms of employment, economic activity, and lifestyle.

1.18 URBAN GROWTH BOUNDARY

An urban growth boundary, or UGB, is a regional boundary, set in an attempt to control urban
sprawl by, in its simplest form, mandating that the area inside the boundary be used
for urban development and the area outside be preserved in its natural state or used for
agriculture.
An urban growth boundary (UGB) separates urban areas from the surrounding natural and
agricultural lands, or greenbelts. It puts a limit on how far out the city can expand. UGBs are often
voter-approved and set for a specified period of time, like 20 years. Different cities may call these
boundaries by different names, such as “urban limit lines” or simply “growth boundaries,” but they
serve the same purpose of stopping sprawl development and encouraging sustainable growth
practices. Greenbelt Alliance led the fight to create the Bay Area’s first urban growth boundaries in
1996 and has been their champion ever since.
Urban Growth Boundaries accomplish two goals:

• Safeguarding greenbelts from sprawl development.

• Encouraging climate-smart growth which creates more mixed-use, walkable, affordable, and
thriving neighborhoods within urban limits.

1.18.1 Urban and Rural boundary model

Defining rural areas as being mainly engaged in agricultural production and having a low population
density, while urban areas are mainly engaged in non-agricultural production and have a higher
population density.

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Urban Growth Boundary – this is a general phrase that is mainly used in America to describe
some sort of regulation that either prevents or regulates where urban areas can expand outwards
Rural Urban Boundary (RUB) – this is an entirely different concept to the MUL and is included
in the Unitary Plan as the outside edge of the areas where urbanisation is expected to occur over
the next 30 years. A good diagram of the RUB is included in the Auckland Plan:

Metropolitan Urban Limit (MUL) – this is the boundary the old Auckland Regional Council enforced
to constrain sprawl. It was in most places hard up against the existing edge of the urban area and
was expanded piece by piece through fairly tortuous processes. The MUL no longer exists, because
in the Unitary Plan it was replaced with the…

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1.19 REGIONAL PLANNING METHODS
Region is a contiguous geographical area, which has a fair degree of uniformity, in administration,
economic linkages or natural environment. It is relatively a large area, with hierarchy of settlements
and varying landscape.

1.19.1 Aspects of Regional Planning

1.19.1.1 Sustainability
Sustainability leads to balance in Regional Development which implies efficient use of available
resources and opportunities for development in all parts of the region.
1.19.1.2 Environment
Some of the major environmental concerns that can be addressed by regional planning approach
are the following:
i. Control of pollution specially water pollution, use and maintenance of the water courses.
ii. Maintenance of green cover, forests and eco fragile areas.
iii. Control and regulation of activities which have impact on environment.
1.19.1.3 Disaster Management
The impact of natural disasters is exaggerated by unscientific plus unplanned development.
Regional development should promote efficient response and preparedness to disasters such as
floods, landslides, land subsistence, fire and earthquake. The Disaster Management Act, 2005
makes it mandatory to prepare Disaster Management Plan at State and District level.
1.19.1.4 Promoting Balanced Development
Imbalanced development of the country due to missing regional planning approach to bring
development in urban‐rural settlements simultaneously has led to lopsided development in favour
of urban settlements. Integrated planning approach is required to provide administrative solution
for provision of sustainable infrastructure in the region and vision development of the peri‐urban
areas & counter magnets.
1.19.1.5 Inclusivity
Regional planning can bring inclusivity in broader area by preparing plan after considering issues,
strengths and prospects of a large spatial unit. Regional disparities especially peri‐urban areas
surrounding large cities and metropolitans present contrasting conditions both physically and
social‐economically. Regional planning can efficiently tackle the problem arising out of the
transition of rural area into peri‐urban and urban areas. Inclusive development principles can
bridge the gap present in terms of regional disparity in India.

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In India, owing to its vast stretch and heterogeneity, multiple/different typologies of regions could
be adopted for planned development.

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 2 NEW URBANISM

2.1 Transit oriented development

Transit Oriented Development is the exciting fast-growing trend in creating vibrant, livable,
sustainable communities. Also known as TOD, it's the creation of compact, walkable, pedestrian-
oriented, mixed-use communities centered around high-quality train systems. This makes it
possible to live a lower-stress life without complete dependence on a car for mobility and survival.
Peter Calthorpe (CNU founder) - Link transportation and land use. Transit to mixed-use walkable
centers. TOD took off as a major real estate trend in the mid-2000s. TOD ranges from infill in the
city to redevelopment of parking lots and gray field sites in suburban areas.

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Transit oriented development is regional planning, city revitalization, suburban renewal, and
walkable neighborhoods combined. TOD is rapidly sweeping the nation with the creation of exciting
people places in city after city. The public has embraced the concept across the nation as the most
desirable places to live, work, and play. Real estate developers have quickly followed to meet the
high demand for quality urban places served by rail systems.
Transit oriented development is also a major solution to the serious and growing problems of
climate change and global energy security by creating dense, walkable communities that greatly
reduce the need for driving and energy consumption. This type of living arrangement can reduce
driving by up to 85%.

Transit-Oriented Development (TOD) is already established as one of the main urban planning
strategies for compact growth. However, implementation is currently a challenge. TOD requires a
legal framework that permits the correct management of urban land in connection to the
transportation systems. Master Plans are key instruments for establishing the tools and developing
the environment to make TOD a reality. WRI Brasil launched a publication that presents the actions
to incorporate TOD into Master Plans, based on the advanced legal framework in Brazil that can be
replicated in many countries. The webinar will present the concepts of compact growth, TOD and
urban planning instruments. Detailing the actions and legal mechanisms that should be used by the
local governments to promote TOD through urban legislation and planning.

2.1.1 FACTORS DRIVING THE TREND TOWARD TOD

• Rapidly growing, mind-numbing traffic congestion nation-wide
• Growing distaste for suburbia and fry-pit strip development
• Growing desire for quality urban lifestyle
• Growing desire for more walkable lifestyles away from traffic
• Changes in family structures: more singles, empty-nesters, etc

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 • Growing national support for Smart Growth
• New focus of Federal policy
"Traffic congestion has increased so much in virtually every metropolitan area that two-hour
commutes now are routine. Attempts to alleviate the problem by constructing more highways
almost always have led to more sprawl and, eventually, more congestion." -Jim Miara

2.1.2 COMPONENTS OF TRANSIT ORIENTED DEVELOPMENT

-Walkable design with pedestrian as the highest priority
-Train station as prominent feature of town center
-Public square fronting train station
-A regional node containing a mixture of uses in close proximity (office, residential, retail, civic)
-High density, walkable district within 10-minute walk circle surrounding train station
-Collector support transit systems including streetcar, light rail, and buses, etc
-Designed to include the easy use of bicycles and scooters as daily support transport
-Large ride-in bicycle parking areas within stations
-Bikeshare rental system and bikeway network integrated into stations
-Reduced and managed parking inside 10-minute walk circle around town center / train station
-Specialized retail at stations serving commuters and locals including cafes, grocery, dry cleaners

2.1.3 BENEFITS OF TOD

-Higher quality of life with better places to live, work, and play

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-Greater mobility with ease of moving around
-Increased transit ridership
-Reduced traffic congestion, car accidents and injuries
-Reduced household spending on transportation, resulting in more affordable housing
-Healthier lifestyle with more walking, and less stress
-Higher, more stable property values
-Increased foot traffic and customers for area businesses
-Greatly reduced dependence on foreign oil, reduced pollution and environmental damage
-Reduced incentive to sprawl, increased incentive for compact development
-Less expensive than building roads and sprawl
-Enhanced ability to maintain economic competitiveness

2.2 TOD Case studies

Case studies from the Indian cities of Ahmedabad, Delhi and Mumbai, represent the three main
modes of mass transit in the country - bus, metro and rail. Transit induced (or
dependant) development in these cities has evolved organically over years or was a result of
deliberate planning. But it does not necessarily reflect the definitions of TOD applicable in the
western countries. These cities illustrate the role and impact of mass transit on development. They
have the densities necessary for sustaining ridership in public transit and the demand for real estate
which will support high density development.

• Case studies from Portland, Curitiba, Tokyo and Paris show four different approaches to
managing growth through the implementation of TOD.
• Case studies from UK highlight the role of station area development.
First, the international cases reinforce the significance of a comprehensive approach in the
implementation of TOD. Second, they illustrate the relationship between the various constructs of a
TOD, discussed ealier in the book. Finally, they identify additional factors, instrumental to their
success. These cases represent two different scales of TOD implementation: city level/regional and
neighbourhood/station area level.
Further, there are similarities among some of the cases:

• Mode of public transit (BRT) in Curitiba and Ahmedabad

• Size of the city and scale of metro project in Paris and Delhi
• Railway guided land development in Tokyo and Mumbai
• The two scales of interventions presented - city scale and station area scale - are meant to
illustrate a comprehensive picture of TOD, making the case for a two-pronged approach that
includes a broader city level strategy and a detail oriented local area solution.

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2.2.1 Three sections of case studies:
• ‘Context’ gives the introduction and background
• 'Theme’ describes the interventions or strategies involved
• ‘Lessons learnt/Conclusion’ highlights the key takeaways
Each case study focuses on a specific theme that is characteristic of the TOD. The cases along with
their theme are listed below:

• Ahmedabad: An incremental and progressive approach to bus-based TOD

• Curitiba: Transforming city with bus transit
• Delhi: Transportation and regional transformation
• Paris: Improving quality of life through mass transit
• Mumbai Metropolitan Region: Railway guided development
• Tokyo: Collaboration between rail and land development
• Portland: Combining growth management with strategic planning
• King’s Cross: TOD for the regeneration of inner-city neighbourhood
• Canary Wharf: PPP in brownfield redevelopment
• New Street Station: Station area planning to improve neighbourhood
Note: Detailed case study is attached with this document for the reference

2.3 CBD
The CBD is at the heart of a town or city and usually has great accessibility, large shopping and
banking areas, and government buildings.

2.3.1 Characteristics of a CBD

• Traffic Restrictions e.g. pedestrian areas (like Commercial Rd)
• Old Core - often narrow streets / historical core (e.g. Old Portsmouth)
• Little/ No Residential because so expensive, maybe some flats above shops
• Land has very high value - due to lack of space and competition for land
• Historical buildings (e.g. museums, castles, etc.)
• Many National Chain stores (attract larger numbers of customers + can afford the high land
cost/rent - e.g. M&S; WHS; Topshop
• Government buildings (e.g. councils)
• Many have covered shopping centres (e.g. Cascades)
• Very Accessible - major rail and road routes (often find public transport stations meet here -
e.g. railway stations / bus stations)
• Banks, building societies, Estate Agents – where they can receive more customers
• Entertainment - restaurants, clubs, etc

2.4 Inner City

The Inner City is the land-use zone around the city centre, it is also known as the twilight zone or
zone of transition. Inner city areas grew up in the 19th century as towns increased rapidly due to

35
the Industrial Revolution. This led to the growth of factories and low-cost terraced housing around
what is now the city centre.

2.4.1 Problems in Inner City Areas (since 1950s / 1950s)

1. Industrial Decline
2. High unemployment
3. Abandoned Warehouses – eyesore and led to vandalism
4. High Crime Rates
5. Poor Quality Housing
6. Overcrowding
7. Lack of Open Space
8. Lack of Parking Spaces
9. Atmospheric Pollution (factories / traffic)
10. Lots of heavy traffic (for industry)

2.5 Inner suburbs

Inner suburb is a term used for a variety of suburban communities that are generally located very
close to the centre of a large city (the inner city and central business district). Their urban density is
lower than the inner city or central business district but higher than that of the city's outer suburbs
or exurbs.

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2.6 Case study – Glasgow
Different areas within towns and cities can be recognised according to their land use. Land uses
such as housing and industry can be grouped together into land use zones:

• Central business district (CBD)

• Inner city (old housing and old industrial zones)
• New housing zone
• New industrial zone
• New business district
The diagram below highlights these different land use zones in a town/city.

37
2.6.1 Map of Glasgow and surrounding areas

2.7 Location of central business district (CBD)

Glasgow city centre Glasgow city centre
2.7.1.1 Location of the CBD
• In the centre of a city.
• At the most accessible location such as at a crossing point of a river, like Glasgow's River
Clyde.
• Near the oldest part of town.
2.7.1.2 Reasons for CBD location
• Central location for road/railways to meet.
• Easy to get to location for workers.
• Accessible to most people for shops and businesses.
2.7.1.3 Identifying features of the CBD
• Tall/multi-storey buildings

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 • Expensive land values
• High density of roads and buildings
• Lack of open space
• Shops, eg department stores
• Modern shopping malls and pedestrian precincts
• Cultural/historical buildings, eg museums and castles
• Offices, eg business sector
• Entertainments, eg theatres and clubs
• Bus and railway stations
• High traffic and pedestrian flows, eg commuter rush-hour
• Multi-storey car parks
• Grid iron street pattern
2.7.1.4 Examples in Glasgow
• High/multi-storey buildings - Hilton Hotel
• Modern shopping mall/pedestrian precinct - Buchanan Galleries
• Lack of open space - Merchant City
• Department stores
• Cultural/historical buildings - Gallery of Modern Art
• Entertainment
• Transport centres - Buchanan Street Bus Station
• Multi-storey car parks
• Grid iron street pattern - Sauchiehall Street, Bath Street and Renfield Street

2.8 Inner city

2.8.1.1 Location of the inner city
• In older cities, the inner-city area is near the centre and surrounding the CBD.
• Inner city areas are identified not only by their physical features but often by negative
socio-economic features, eg derelict buildings, waste ground and run-down housing.
2.8.1.2 Reasons for inner city location
• Old heavy industrial factories were near the city centre.
• Low-cost housing, like tenements, were built quickly for poorly paid workers who
needed to live close to work.
• People in poor inner-city areas were able to make use of city centre amenities.
2.8.1.3 Identifying features of the inner city
• High density of buildings and lack of good quality open space, eg parks.
• Grid iron street pattern
• Older, nineteenth century, low-cost housing - likely to be tenements in Scotland and
terraced housing in England.
• Poor quality housing with a lack of gardens.
• Derelict land
• Old industry in decline or shut down.

39
 • A declining population with high unemployment.
• Large areas of redevelopment or urban regeneration.
• Limited convenience shopping facilities.
• High levels of air pollution from traffic.
• Visual pollution in the form of vandalism and graffiti.
• Areas demolished and used for motorways and ring roads.
An example of an inner-city area in Glasgow is Govan.

2.9 Traditional Neighborhood Structure

Traditional Neighborhood Structure is an integral part of a city. Neighborhoods break down the city
into smaller functioning cores. These smaller cores make the larger city much more walk-able; this
as a result increases the quality of life because people have access to everyday necessities. The
design of a city can lend itself to a ‘neighborhood structure’. Streets are based on hierarchy, large
arterial roads are spaced apart, where as small roads fill in to create the fabric of the city.

A map of the neighbourhoods of Boston, from Kevin Lynch’s ‘Image of a City’

40
Neighbourhood can be seen above by their physical boundaries and with parks at the center.
Neighborhoods also help with city identity, they build the identity of a city. A city center does not
often have its own identity, it is a place for business. People live in neighborhoods, the cultural
center of cities. Neighborhoods are where people live out their lives: creating a unique culture. This
breaking down of the city also makes the city as a whole more quantifiable.

2.10 Patterns of Neighbourhood Structure

A neighbourhood is an early diagrammatic planning model for residential development in
metropolitan areas.
•Geographically localised community within a larger city, town, suburb or rural area.

41
• Neighbourhoods are often social communities with considerable face-toface interactions occurs-
the personal settings and situations where residents seek to realise common values, socialise
youth, and maintain effective social control
• Neighbourhood is generally defined spatially as a specific geographic area and functionally as a
set of social networks.

Neighbourhood structure present with kuti for teaching student, primary health post(baidya) and
facilities of road,drain and watersupply. There was an evidence of Neighbourhood structure within
the Indus vally civilization containing the pattern of city planning in the form of pedestrian street
with drainage, watersupply facilities with multiple storied building.
Neighborhood size has been defined throughout planning history.
• The neighborhood is the planning unit for a town.
• In the words of the urban scholar Lewis Mumford, “Neighbourhoods, in permanent family
dwellings; and many of the functions of the city tend to be distributed naturally—that is, without
any theoretical preoccupation or political direction into neighbourhoods.”
• Clarence Perry defines the neighborhood as a component of a town and defines its size based
upon a five-minute walking radius. The radius is measured from the center, and the center holds
the cultural uses such as a school.
• Finally, the concept of neighbourhood structure as a whole, containing a group of components
neigbourhood is not a new, nor is discussion of neighbourhood related problems closely involved in
the patterns of urban land use.

2.11 The Neighbourhood Idea

• A sound area for living with
• Adequate school and parks within a 5min/10 min walk.
• Major street around rather than through the neighbourhood
• Separate residential and non-residential districts or commercial centres
• Population large enough to support an elementary school, usually 5,000 to 10,000 people
• Some neighbour’s stores and services

42
• Facilities of water supply, drainage, utilities, minimum a hospital, with
• safety security and minimum a green environment

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Neighbourhoods encompass 2,000 to 10,000 families. Within neighbourhoods, families are grouped
into smaller residential units or quarters of 100 to 600 families and supervised by a residents'
committee; these are subdivided into residents' small groups of fifteen to forty families. • It is a
space we learn to recognize by moving throughout it while carrying social and economic activities
such as visiting friends and shopping. Neighbourhood structure was found in this period. Examples
are listed below.
There are many defination relating to neighbourhood. Some famous writer have their own opinion
about neighbourhood structure, but in the present context, there are a methods to identify the
neighbourhood structure by some byelaws.
At least there should be a facility with open area and a park with parking facilities and trend of
urban planning with green environment within built environment.

• The concept of the neighbourhood is well established as a basic unit for planning our cities.
Further, it is a popular and accepted element of a social and physical organization in the minds of
most Architect, Engineer and city designer. The neighbourhood has become the symbol, through
conscious design of a means to preserve the real or imagined values of an earlier, semi-rural way of
life in our increasingly complex and fast moving urban centers.

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• In localities where neighbourhoods do not have an official status, questions canarise as to where
one neighbourhood begins and another ends. Many cities use districts and wards as official
divisions of the city, rather than traditional neighbourhood boundaries.

2.12 Neighbourhood scale

Neighbourhood design plays a direct role in how individuals are connected to the larger community
and therefore helps define how the community functions. Some essential elements of
neighbourhood design that must be considered to ensure all residents from 1 to 100 are
accommodated include:

• Road, cycling and pedestrian network connections

• Public parks, plazas and gardens
• Various housing types and locations
• Lighting, signage and parking
Neighborhood-scale New Urbanism projects in the Minneapolis–St. Paul metropolitan region.

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2.13 Rural-to-urban transect
New Urbanist practitioners refer to the framework of the rural-to-urban transect used in this
way simply as "the Transect." The benefits of using the Transect include a common language for
a new zoning paradigm the ability to plug into transect-based codes and supplementary
Modules created by different experts in the design, engineering, and environmental fields
successional potential for communities to evolve gracefully and sustainably over generations.
Codes and architectural pattern books based on the Transect must be calibrated for each place,
to reflect local character and form. Depending on the place, there may be fewer or more T-
zones determined by analysis. For example, most towns do not have a T-6 Urban Core Zone.
Although the model T-zone diagram is based on exemplary American urbanism, there have
been numerous successes adapting the Transect methodology to the traditional patterns of
other countries, including England, Scotland, Mexico, the Bahamas, Spain, Russia, and Romania.
This is possible because nearly every town has some rural-to-urban gradient or distinctions, and
code calibrators, like scientists in the field, analyze the components of the local transects to
extract their DNA for coding for the future. The components include the disposition,
configuration, and function of buildings, thoroughfares and civic space, which are coordinated
by T-zone number to ensure "immersive environments," i.e., human habitats with distinctive
character. Because they are based on the physical form of the built and natural environment, all
transect-based codes are form-based codes. The SmartCode, released in 2003, is the pioneering
transect-based model code.

This zoning system replaces conventional separated-use zoning systems that have encouraged a
car-dependent culture and land-consuming sprawl. The six Transect Zones instead provide the
basis for real neighborhood structure, which requires walkable streets, mixed use,
transportation options, and housing diversity. The T‑zones vary by the ratio and level of
intensity of their natural, built, and social components. They may be coordinated to all scales of
planning, from the region through the community scale down to the individual lot and building,
but the new zoning itself is applied at the community (municipal) scale.
The T-zones are intended to be balanced within a neighborhood structure based on pedestrian
sheds (walksheds), so that even T-3 residents may walk to different habitats, such as a main

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 street, civic space, or agrarian land. The following table lays out the relationship of the region
and community to the Transect Zones in the model SmartCode.

2.14 Pedestrian shed

Pedestrian shed means the distance that may be traversed at an easy pace in a five (5) minute walk
from the Neighborhood Center or Town Center generally one-third (1/3) of a mile radius.
Pedestrian shed means an area, approximately circular, that is centered on a common destination.
A Pedestrian Shed is applied to determine the approximate size of a neighborhood. A Standard
Pedestrian Shed is 1/4 mile radius or 1320 feet, about the distance of a five-minute walk at a
leisurely pace. It has been shown that provided with a pedestrian environment, most people will
walk this distance rather than drive. The outline of the shed must be refined according to actual site
conditions, particularly along Thoroughfares. A Long Pedestrian Shed is 1/2 mile radius or 2640
feet, and may be used for mapping when transit is present or proposed. (Sometimes called a “walk-
shed” or “walkable catchment.”) A Linear Pedestrian Shed is elongated to follow a Commercial
corridor. "Neighborhoods should be compact, pedestrian-friendly, and mixed-use," and "many
activities of daily living should be within walking distance," according to the Charter of the New
Urbanism. A quarter century ago this idea was not common planning practice, and new urbanists
needed a way to measure a compact neighborhood to organize plans and communicate to the
public. The answer was the "pedestrian shed," a distance that can be covered in five minutes at a
normal walking pace—typically shown on a plan as a circle with a quarter-mile radius.
If the built environment is appealing and human scale, the theory is that most people will walk at
least five minutes rather than get in a car. The idea is embedded in a thousand new urban plans and
incorporated into zoning codes now. Although the quality of the built environment can expand or
shrink the distance people will walk, the quarter-mile pedestrian shed remains an influential and
useful idea for designing neighborhoods and building complete communities. Public Square editor
Robert Steuteville interviewed urban planner and architect Elizabeth Plater-Zyberk of DPZ, co-
author of Suburban Nation and former dean of the University of Miami School of Architecture, and
urban planner Jeff Speck of Speck & Associates, former director of design of the National
Endowment for the Arts and author of Walkable City and co-author of Suburban Nation, on the
subject of the 5-minute walk and what that means to cities and towns across America.

2.15 Net neighborhood density:

Net neighborhood density measures the number of dwelling units or residents divided by the area
of the neighborhood, excluding city-wide uses such as parks or large commercial areas

2.16 Six urban pattern models

The pattern of the city or the nei hb h d ighborhood are made to fulfils the social need to find an
identifiable spatial unit to belong to. People want to be able to recognize their part of the city as
being distinct distinct and to feel the sense of collective collective ownership and pride. To create a
sense of community is the primary goal.

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Pertaining to these socio-economic and environmental design attributes, the measure of travel in
an area is generally divided into three particular levels of accessibility: travel in the local areas for
family-oriented purposes, such as grocery trips, termed as area mobility, travel done by individuals
for individual purposes, such as university/employment trips, termed as individual mobility and the
overall mobility of the residents of an area (Preston and Raje, 2007). Out of these three levels of
accessibility, the “area mobility” is generally regarded as the one which could be done without
excessive reliance on personal vehicular transport if replacement provisions that encourage walking
and public commuting are provided. Duany (2002) presented six models that constitute a range of
options with variable impacts on the economic, environmental and physical wellbeing of residents.
The first five patterns bear a “web structure” form whereas the sixth form – the Radburn shows a
“stem pattern” as shown in Figure. The Radburn pattern generally offers appeal to pedestrian
friendly neighbourhoods and localized traffic patterns but has a disadvantage of traffic congestions
due to an absence of interconnectivity. The webbed patterns shown from b – e does offer a great
deal of connectivity but bear individual drawbacks. The Nantucket (b) and Washington (d) patterns
suffer from an uncontrollable variety of lots which makes it harder to uniformly provide space for
residential and mixed-use development and provide equal access to services for the community.
Mariemont (c), Washington (d) and Riverside pattern (e), provide a central boulevard for
commercial lots and office space to ensure feasible pedestrian/cycle access. However, these
patterns appear to be highly disorienting, thereby making a robust network and traffic plan

infeasible. The Savannah pattern (a) is remarkably known for its adjustable lot depth, traffic control
by design, increased driver visibility, even traffic dispersal, better parking provision and utilities
access. Though suitable for creating quiet neighbourhoods with recreational open space, this
scheme suffers from a monotonous design and may not easily adjust to changing terrain like hills,
water bodies, etc.
(a)Savannah Pattern, (b) Nantucket pattern, (c) Mariemont pattern, (d) Washington pattern, (e)
Riverside pattern, (f) Radburn pattern.
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2.16.1 Savannah Pattern
Advantages:

• Excellent directional orientation

• Controllable lot depth
• Provides and grain of blocks for faster traffic
• Straight lines enhance rolling terrains
• Even distribution distribution of traffic traffic through through the web
• Efficient double loading allays and utilities
Disadvantages:
• Dull and doesn't change
• Unresponsive to steep terrains
• Doesn't respond to environmental changes

2.16.2 Nantucket pattern

Advantages:
• Not dull
• Hierarchy with long routes for through traffic
• Responsive to terrain
• Fallow terrace of landscape
• Even distribution of traffic through the web
Disadvantages:
• Uncontrollable variety of blocks and lots

2.16.3 Mariemont pattern

Advantages:
• Hierarchy with diagonals for through traffic
• Diagonal intersections spatially will defined
• Even distribution of traffic through the web
• Not dull
Disadvantages:
• Tend to be disoriented

2.16.4 Washington pattern

Advantages:
• Not dull
• Hierarchy with diagonals
• Diagonal focus on terrain feature
• Even distribution of traffic through the web

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Disadvantages:
• Uncontrollable variety of blocks and lots
• High number of awkward lot shapes
• Diagonal intersections spatially ill‐defined

2.16.5 Riverside pattern

Advantages:
• Not dull
• Easily absorbed environmental changes
• High responsive to terrain
• Even distribution of traffic through the web
Disadvantages:
• Highly disoriented
• Uncontrollable variety of lots
• No intrinsic hierarchy

2.16.6 Radburn pattern

Advantages:
• Not dull
• Good street Hierarchy for local and collectors
• Controllable variety of blocks
• Responsive to terrain
Disadvantages:
• Congestion of traffic by absence of web

2.17 Rural Areas

Rural areas, often called "the country," have low population density and large amounts of
undeveloped land. Usually, the difference between a rural area and an urban area is clear.
2.17.1.1 Shift to Cities
People are migrating to urban areas for many reasons, including agricultural technology, industrial
technology, and the hope of changing ones economic circumstances.

2.17.2 Characteristics of rural areas

a. Size of the Community:
The village communities are smaller in area than the urban communities. As the village
communities are small, the population is also low.
b. Density of Population:

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As the density of population is low, the people have intimate relationships and face-to-face
contacts with each other. In a village, everyone knows everyone.
c. Agriculture is the Main Occupation:
Agriculture is the fundamental occupa-tion of the rural people and forms the basis of rural
economy. A farmer has to perform various agricultural activities for which he needs the
cooperation of other members. Usually, these members are from his family. Thus, the mem-bers of
the entire family share agricultural activities. That is the reason why Lowry Nelson has mentioned
that farming is a family enterprise.
d. Close Contact with Nature:
The rural people are in close contact with nature as most of their daily activities revolve around the
natural environment. This is the reason why a ruralite is more influenced by nature than an
urbanite. The villagers consider land as their real mother as they depend on it for their food,
clothing and shelter.
e. Homogeneity of Population:
The village communities are homogenous in nature. Most of their inhabitants are connected with
agriculture and its allied occupations, though there are people belonging to different castes,
religions and classes.
f. Social Stratification:
In rural society, social stratification is a traditional characteristic, based on caste. The rural society is
divided into various strata on the basis of caste.
g. Social Interaction:
The frequency of social interaction in rural areas is com-paratively lower than in urban areas.
However, the interaction level possesses more stability and continuity. The relationships and
interactions in the prima-ry groups are intimate. The family fulfills the needs of the members and
exer-cises control over them. It is the family, which introduces the members to the customs,
traditions and culture of the society. Due to limited contacts, they do not develop individuality and
their viewpoint towards the outside world is very narrow, which makes them oppose any kind of
violent change.
h. Social Mobility:
In rural areas, mobility is rigid as all the occupations are based on caste. Shifting from one
occupation to another is difficult as caste is determined by birth. Thus, caste hierarchy determines
the social status of the rural people.
i. Social Solidarity:
The degree of social solidarity is greater in villages as com-pared to urban areas. Common
experience, purposes, customs and traditions form the basis of unity in the villages.
j. Joint Family:

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Another characteristic feature of the rural society is the joint family system. The family controls the
behaviour of the individuals. Generally, the father is the head of the family and is also responsible
for maintaining the discipline among members. He manages the affairs of the family.

2.17.3 Corridors
A transport corridor is a generally linear area that is defined by
one or more modes of transportation like highways, railroads or
public transit which share a common course. Development often
occurs around transportation corridors because they carry so
many people, creating linear agglomerations like the Las Vegas.

2.17.4 Examples of economic corridors in India

• Amritsar Delhi Kolkata Industrial corridor (ADKIC)
• Delhi–Mumbai Industrial Corridor Project (DMIC)
• Chennai-Bengaluru Industrial Corridor (CBIC)
• Visakhapatnam–Chennai Industrial Corridor (VCIC)
• Chennai–Kanyakumari Industrial Corridor (CKIC)

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