Google+ Free Reviews Archive

 

The reviews in this archive do not contain photos, plans, maps or other types of graphics; and are arranged so that the latest review comes first.

 

Barkarby City in Stockholm Region, Sweden. A New Urbanist City in the Making?
(First published on 01/06/2015)

Sweden was among the pioneers of the Modern Movement in Architecture and Town Planning of the 1950s and 60s. Several urban areas were built or redeveloped under this banner among which are the iconic Vällingby and Farsta. Despite the fact that many of the resultant modern urban areas in Sweden are still flourishing with ever increasing property values, there has been criticisms from various quarters, about the quality of the areas. As such, planning and design of recent new urban developments have tended to move away from the Modernist approach to emerging alternative urban design and planning models, among which is the New Urbanist Model. The latter borrows from the past and advocates for among others less priority to vehicular traffic; walkability; affordable housing; new classical, post-modern and vernacular urban spatial forms; historic preservation; creation of jobs; and universal accessibility to public urban spaces. New Urbanism has sometimes been labelled nostalgic and even eclectic.

One of what looks like a New Urbanist urban area in Sweden, is Barkarby City in the north-west of Stockholm Region. Under advanced stages of construction, when fully built, the new city is expected to accommodate about 10 000 households in blocks of flats, terrace houses and detached houses that are being built by private property developers. We have reviewed some relevant documents about the planning and design of the new city, and visited the site, and as such, we have the following to say about it.

We observed both positive and negative aspects. We will begin with observed positive aspects.

First, the new city is very well linked to the regional road network and particularly the regional public bus transport system, as well as the national road system by the E18 motorway. An approved extension of the Stockholm's metro system from Akalla to the new city and the nearby old township of Barkarby will reinforce further the linkage of the city. The proposed system of pedestrian ways that link with public facilities like schools and transport stations, neighbouring urban areas, and natural enclaves like parks, have enhanced the efficiency and convenience of the city. The city will also be linked to a regional tram line under construction, and is in close proximity to the commuter rail station.

Second, the compact form of the bulk of the residential part of the city, that is effected through the adoption of the urban block concept, creates a strong sense of place and urbanity as well as optimisation of the residential land use. The urban blocks also consist of well defined inner courtyards that are likely to be well furnished and contribute to enhancement of social life and privacy of the city's inhabitants. Furthermore, urban blocks have facilitated the creation of ample sidewalks that are treated as parts of the blocks. Finally, the urban blocks which consist of rental and owner occupied flats, have enhanced social integration and inclusiveness.

Third, use of contemporary building materials and variety of colours as well as street landscaping, have contributed a great deal to the beauty of the city.

About negative aspects of the city, we observed the following.

First, the spatial organisation of the various types of commercial outlets in the new city has a poor spatial relationship with the residential area. For example, the mega super store ICA MAXI and DIY mega store Claes Ohlson have their backs against the residential area with their main entrances to the core of the commercial area. A minor entrance of ICA MAXI to the residential area is rather inconspicuous, hence difficult to find. Also, large restaurants like Burger King, Pizza Hut and McDonald's are located fairly far away from the residential part of the new city. It was possible to organise some of the above commercial outlets so that they were in close proximity to the residential area with their main entrances facing the Stora Torget, the city's main square and a significant spatial connector for the the residential and commercial areas. Currently, the square is characterised by a large gym and some low key restaurants and shops. We think that this weakness of the city is a result of some weaknesses in the development control machinery of Järfälla Municipality. The latter seems to have coordinated unsatisfactorily the actions of the commercial and residential property developers.

Second, the design of the new city's main square leaves much to be desired. It consists of a two lane thoroughfare on it's western side, visible here in the review photo, with two adjacent one lane roads, that allow excessive vehicular through traffic into the square. Unnecessary on street parking areas are also provided along the adjacent one lane roads. Furthermore, at the moment, the square lacks symbolic urban space treatment elements like a fountain and sculptures which we think could make it more attractive to users. However, we must point out that the furnishing of the square is still ongoing, and as such, the missing urban treatment elements might be forthcoming. It is also important to note that the above shortcomings of the square can still be easily rectified.

Third, the planning and design of the commercial part of the city, give priority to vehicular traffic. The core of the area, which should have been mainly pedestrian space, is instead an extensive car parking area. It is very difficult for pedestrians to move around from one commercial outlet to another, due to parked or moving vehicles.

Overall, the new city has shown that it is possible to instill walkability and the established big city's charm and character into newly created urban areas. That would have been made even better in Barkarby City if the commercial part was properly knitted to the residential area.

 

Please contact us if you would like us to carry out detailed evaluation of your urban development projects or policies.

 

 

Urban Redevelopment in Dar es Salaam, Tanzania. A Way Forward

(First published on 25/05/2015)

A recently completed 35 floor PSPF Towers and a nearly completed neighbouring 40 floor TPA skyscraper are among numerous ultra modern spatial structures resulting from recent unprecedented urban redevelopment in Dar es Salaam, Tanzania. The new urban spatial structures include commercial, institutional, and residential buildings; infrastructural and sports facilities; etc.

While new buildings in the city in particular, are absolutely beautiful with innovative shapes and appearance, the spaces between them are often fragmented and untreated. This seems to be a result of adoption of the individual building approach in the urban redevelopment of the city, by which individual new buildings are simply inserted into the existing urban fabric without prior detailed urban renewal plans for the urban quarters in which they are located. By this approach, emphasis seems to be on the vertical urban plane with a rather little attention to the horizontal urban plane.

People's experience of the vertical urban plane is indirect, often aesthetical and reinforced mainly by spatial appearance, shape and size. Some aspects of the vertical urban plane like skyline may not even be fully accessible for experiencing from the ground level. People's experience of the horizontal urban plane, however, is direct. While it can also be aesthetical, it is mainly social and economical. It is on the horizontal urban plane where people walk, sit, work, eat, play, rest, communicate, etc. The functional roles of the horizontal urban plane are mainly reinforced by the types, construction quality, and spatial organisation of urban space outfitting as well as the material used for such outfitting.

Attention to the horizontal urban plane is therefore equally important in the creation of good cities. In Dar es Salaam, this could be through the adoption of the urban block as the basic spatial organisation unit for urban design of the city instead of the above mentioned individual building approach.

By the urban block approach, introduction of new buildings into the existing urban fabric will be in accordance with approved detailed urban renewal plans for urban blocks. This will contextualise new buildings in the city as well as ensuring that design and treatment of resultant urban spaces become integral tasks of urban redevelopment projects. Where urban blocks do not exist like in many areas away from the CBD, detailed urban renewal plans for existing urban quarters that will convert them into urban blocks will have to be prepared prior to the actual redevelopment of the urban quarters. Accordingly, now that the demand for new buildings in Dar es Salaam is very high, it is imperative that preparation of detailed urban renewal plans for existing urban blocks and quarters becomes a prioritised urban planning activity in the city.

Urban blocks could still be redeveloped incrementally through introduction of individual new buildings, but then the new buildings will have to be in conformity with adopted detailed urban renewal plans for the urban blocks.

We are aware that there will be cases where the application of the urban block concept will be inappropriate like in cases of single mega building complexes, e.g. shopping centres, medical centres, university/college campuses, business centres, large multi purpose buildings, etc. But still, detailed urban renewal plans prepared presumably by developers and approved by the city's local authorities will be necessary to ensure among others, conformity of the complexes to the surrounding land uses and buildings.

The fundamental idea being advanced here is to have detailed urban renewal plans for guiding urban redevelopment in the city. Such detailed plans could also ensure that all stakeholders in urban redevelopment like the Department of Antiquities, relevant NGOs, the general public, etc, are fully involved ahead of any individual urban redevelopment project in an urban block/quarter in the city.

Preparation of detailed urban renewal plans for urban blocks/quarters along famous streets that may be exceptionally attractive to developers, like Azikiwe Street, Samora Avenue, Ohio Street, Kivukoni Front, etc, could be given priority. The detailed plans should ensure that sidewalks, from building lines to carriage way lines are also designed as parts of the blocks.

With Azikiwe Street in particular, we suggest that it's sidewalks between Askari Monument and the Holiday Inn, be drammatically widened, through reduction of it's current dual carriageway to a standard two lane carriageway. The resultant broad sidewalks should then be paved to ensure continuous, levelled and smooth surface. The sidewalks should also be provided at various points along their peripheries, with seating and bicycle parking places as well as planting beds or pots for landscaping trees, shrubs and flowers. In this way, the sidewalks would be converted into liveable vibrant urban spaces that cater for all users and more activities than their traditional ones of walking and passing through. This approach to street spatial improvement should be relevant to other similar streets in Dar es Salaam as well.

Further to the functional benefits, sidewalks designed and furnished in the above manner will enhance to great deal the beauty of the city, and particularly the CBD, hence it's position as a destination for tourists and even local and foreign investments. Such spatial street improvements should therefore be seen by the Government of Tanzania and Dar es Salaam local authorities, as important investments that have huge tangible economic returns. We must remember all the time that the beauty of most famous cities in the world, like Stockholm, Paris, London, New York, etc, emanates largely from the design and treatment of their street spaces, and overall streetscapes. 

Please contact us if you would like us to carry out detailed evaluation of your urban development projects or policies.

 

 

Kigamboni New City, Dar es Salaam, Tanzania

(First published on 15/05/2015)

In an attempt to exploit the development potential of Kigamboni area in Dar es Salaam Region through facilitation of local and foreign investments in the property, service and tourism industries, the Government of Tanzania decided a few years ago to develop the area into an ultra modern world class city of a population of about 450 000 on a PPP basis at an estimated cost of 7 billion US dollars. Accordingly, a Master Plan (2012 - 2032) for guiding development of the new city has been prepared and adopted. We have been curious about the mega urban development project and made an overview of the Master Plan.

We find the proposals of the Master Plan very forward looking and are likely to contribute immensely into bringing the urban environment in Tanzania to a world class standard. The proposed system of well linked urban voids is particularly good if it will be accompanied in reality with strict urban space treatment. We also find the proposals for linkage of the new city with Dar es Salaam CBD and Dar es Salaam city as whole through a system of bridges and an under sea tunnel that would allow for vehicular, cyclist, pedestrian and possible rail traffic very appropriate indeed. We are also impressed by the well conceived plans for utility services, i.e, water supply plan, sewage management plan, storm water management plan, solid waste management plan and electricity supply plan. However, we are sceptical about the proposed spatial organisation of urban solids as well as the proposed central area. 

On the one hand, we would have preferred an adoption of the urban block as the basic spatial organisation unit for urban design of the new city. If well conceived, adoption of the urban block will facilitate the most economical way of utilising land in Kigamboni as well as ensuring that as many people as possible benefit from every investment made in infrastructure in the new city. It could also ensure high levels of inclusiveness in the new city. The proposed organisation of urban solids seems to us to be emphasizing individual buildings especially in the central area hence likely to lead into numerous lost spaces that are unfurnished hence underutilised.

On the other hand, and as regards the proposed central area or what is referred to in the Master Plan as the international business zone, we think it should entail a cluster of landmark towers followed by high rise buildings of gradually decreasing heights and not a single landmark tower as proposed. Clusters of tower blocks give more sense of urbanity than solitary blocks. The proposed central area should also extend northwards right to the waterfront such that the view of its skyline could be enjoyed from Dar es Salaam CBD. Its waterfront should then be well furnished to maximize social life including enjoyment of the view of Dar es salaam CBD's skyline. With the central area extended, we suggest that the correctly proposed large square at the northern end should be redesigned to a hard space and totally enclosed by landmark towers so as to give it spatial identity. Furthermore, the land use plan for the central area is too rigid hence unrealistic. It falls short of recognising that the new ultra modern central area will also be a great attraction to local and foreign tourists and other visitors. As such, there will be high demand for hospitality and leisure services and facilities like restaurants, shops, hotels, pubs, nightclubs, etc. Tourists and other visitors are going to visit different areas of Kigamboni and not only the proposed tourism zone along the beach as envisaged in the Master Plan. Also, the proposed central area lacks spatial provision for residential use. We believe that this weakness of the Master Plan is inherent in the classic approach that was adopted during its generation by which Kigamboni is subdivided into five zones comprising of what are called unique functions. We think that this is a serious flaw of the Master Plan. With the current spatial provisions, the proposed central area when implemented is likely to be non - vibrant, turning into a ghost area in the evenings and weekends. As such we recommend the land use mix or what is also known as the grain of the central area be revised to include the overlooked spatial needs. 

Finally, we think that if Kigamboni is to be developed as an independent city, it is imperative that its administrative status is changed into an independent local authority (urban district) so as to ensure effective development control in the area. Currently, the project is managed by the Kigamboni City Development Authority but its planning powers are not clear to us right now given the fact that administratively Kigamboni falls under Temeke Urban District. After all, it's projected population when fully built will be over 400 000 which is more than enough for a local authority.

Please contact us if you would like us to carry out detailed evaluation of your urban development projects or policies.

 

 

Kigali, Rwanda. A World Class City in the Making

(First published on 30/04/2015)

The city of Kigali in Rwanda is currently engaged in a massive transformation of its physical environment involving both development of new sites and redevelopment of its existing urban fabric. Expected urban spatial structures include ultra modern commercial, institutional and residential skyscrapers of up to 30 floors. Similar ambitious urban projects have been initiated elsewhere in Africa, e.g. Luanda, Dar es Salaam, Addis Ababa, Maputo, etc. This obvious departure from the often modest and even low cost development of urban areas in Africa has received strong criticisms both from within and outside Africa. The opponents' main argument has been that resultant modernised urban areas are bound to benefit only the elites hence non-inclusive. 

We think that the argument is misleading as it seems to have been drawn out of simplistic views about the concept of urban inclusiveness as well as the long term impacts of such ultra modern urban physical developments. In strict terms, there are no known cities that are 100% inclusive. It is not possible to achieve that level of urban inclusiveness particularly in market oriented economic systems. In emerging modernised cities in Africa, although the level of inclusiveness could be low at the beginning, with existing middle and high classes benefiting most, the percentage of this group of the population is expected to increase gradually as those in low class steadily climb up the social ladder into middle class. Modernisation projects are likely to result in creation of jobs for all social classes hence catalysing the process of the envisaged social class mobility. Resultant modernised cities may be attractive for local and foreign investments as well as tourism hence generating even more jobs for all social classes. Modernised cities could also offer modern facilities and services that are accessible to all in respect of income, e.g. public urban spaces, public transport services, competitive shopping and financial services, sports facilities, clean water supply, storm water drainage, electricity supply, etc. Furthermore, levels of inclusiveness could be mitigated through appropriate public intervention measures, like taxation and subsidies, while ensuring at the same time that the private sector contribution to modernisation projects is not deterred.

Equally important is the physiological impact such projects could have on people in Africa. Modernised cities would provide the opportunity for people to experience world class facilities and services in their own countries, which in turn could enhance their confidence, hope and self esteem through realising that they can also achieve what others in developed countries have. A good example here is the iconic modern Nairobi of which almost all Kenyans are proud of albeit only a handful can afford living in it. A visit and shopping in the modern urban enclave once in a while, is quite enough for most of them!

In concluding, we strongly think that every country even the poorest should have at least one world class city. That is important for national economies as well as physiological well-being of citizens.

 

Please contact us if you would like us to carry out detailed evaluation of your urban development projects or policies.

 

 

Demolition of Old Buildings in Dar es Salaam, Tanzania

(First published on 20/04/2015)

Many old buildings in Dar es Salaam, Tanzania, have been razed down in the recent times to pave way to new buildings as the city engages in an unprecedented redevelopment. However, there has been an increasing public outcry that the redevelopment efforts have so far been anti-heritage and that the bulldozed buildings could have been rehabilitated instead.

Urban redevelopment is always a complex and sensitive task requiring reconciliation of regressive and progressive spatial goals at the same time. While urban redevelopment in Dar es Salaam ought to be heritage-led, it will not be possible or even rational to preserve all old buildings on what could be nostalgic grounds, in a city that is under rapidly changing social, economic, and technical needs.

Nevertheless, decisions about which old buildings should be replaced or protected should be done carefully and professionally, and in close dialogue with the Department of Antiquities as well as leading heritage non-profit organisations. It is perhaps important to caution that physical conditions of old buildings should not be an overriding criterion for such decisions but rather the historical/cultural significance of the buildings. Also, as heritage preservation is for public good, private property ownership should not be a deterrent to preservation efforts. This approach in urban redevelopment in cities with significant historical spatial contents, could also be relevant to some other African cities like Addis Ababa, Maputo, Luanda, Mombasa, etc.

 

Please contact us if you would like us to carry out detailed evaluation of your urban development projects or policies.
 

 

TAZARA Junction Flyover in Dar es Salaam, Tanzania

(First published on 02/04/2015)

To be built soon at a cost of about 42 million US dollars, TAZARA Junction Flyover is among six proposed flyovers in Dar es Salaam, that are geared towards alleviation of what has become a chronic traffic congestion problem in the city. Also, an even more ambitious Coco Beach Flyover that entails a four lanes 7 km bridge over the Indian Ocean is to be built soon at a cost of 64 million US dollars. These unprecedented visionary projects by the government should define future urban development policies in Tanzania. Through such daring projects, the urban environment in the country could be transformed into world class standards within just a few decades. The government needs not worry about the money it spends on such projects either, because with the projects it will be able to recapture billions of US dollars currently being lost annually due to traffic congestion in Dar es Salaam. So these are vital economically justifiable projects.

One thing, however, the flyovers should go hand in hand with conversion of affected roads, e.g. Julius Nyerere Road, Nelson Mandela Road, Bibi Titi Mohammed Street, Morogoro Road and others into 4 - 6 lane urban motorways/freeways, with traffic filtering allowed only at junction flyovers and all other crossing traffic elsewhere confined to under or over passes. Less than that, the flyovers might not bring about much improvement to traffic flows along the targetted major roads. This confinement of crossing traffic  will also drammatically reduce unnecessary through traffic into the CBD.
 

Please contact us if you would like us to carry out detailed evaluation of your urban development projects or policies.

 

 

Physical Stagnation of Moshi City, Tanzania

(First published on 01/04/2015)

With a skyline that shows little that is going on in terms of new physical development, Moshi city is currently in stagnation. Scarcity of land has persistently been cited as the main cause for the stagnation but then one sees an urban fabric that is dominated largely of 1-3 storey buildings.

Moshi does not need more land at the moment for physical expansion. It can expand vertically through urban redevelopment that entails increase in plot coverage. It is possible to create good compact cities. Within the context of this approach, skyscrapers of up to 20 floors or more could systematically replace the existing low rise urban fabric. The redevelopment could begin in the city centre with the urban block as the basic spatial organisation unit. Acquisition of affected landed property that would be needed for the implementation of detailed plans based on this approach should not face any problems because most of the existing urban fabric is owned by public sector firms anyway, e.g. National Housing Corporation, or is under Right of Occupancy leaseholds. The latter are state owned land plots with occupiers only having the right to use granted land for 99 years. A relatively small portion as compared to other towns in Tanzania that is illegally occupied by squatters can also be easily repossesed with the needs of the squatters integrated into the redevelopment program.

With this approach, Moshi City could be redeveloped to accommodate up to 1 million or more inhabitants from the current 300,000 (estimate). There are other cities in the world that have embraced the approach with great successes, e.g. Singapore, Hong Kong, Monaco, Gibraltar, etc. This suggested redevelopment of Moshi City could be seen as a continuation of the recent few vertical developments in the city, like the Kilimanjaro Commercial Complex and the Kibo Tower. The former, is particularly interesting, as it's design appears to have been based on the urban block concept.

Strictly speaking, the future of Moshi City lies almost entirely on this approach because there will be no land available for horizontal expansion especially northwards, westwards or eastwards. All land that may be required for such expansion is currently customarily owned by Chagga clans who would unlikely co-operate with any acquisition moves. The Chagga love Moshi City, but they love their customary land more!

Please contact us if you would like us to carry out detailed evaluation of your urban development projects or policies.