Livability

In the contemporary American urban renaissance, formerly fringe efforts to produce place, conducted by longtime residents and “urban pioneers” alike, now shape mainstream urbanism. Gardening and bicycling are constitutive of contemporary excitement about the city, representing the reinvigoration of the urban neighborhood following the depredations of suburbanization. This paper draws on research in California cities to offer a sympathetic critique of these leading edges of progressive urbanism, arguing that advocates’ overwhelming focus on the local creates a scalar mismatch between the horizon of political action and the problems they hope to address. Even as supporters of gardening and cycling understand themselves as implicitly allied with struggles for the right to the city, their work to produce local space is often blind to, and even complicit in, racialized dynamics of accumulation and exclusion that organize metropolises. The result is a progressive urbanism largely disconnected from broader left struggles for spatial justice.

Doha, the capital city of the State of Qatar, has undergone rapid economic growth and urbanization over the past 20 years. In contrast with developed countries, where sustainable development has been implemented on a neighborhood scale, sustainable planning research has still been concentrated at the national level and less on the neighborhood level in the State of Qatar. Achieving the development of healthy cities without green and sustainable neighborhoods within them is challenging. The dynamism, livability and diversity of cities rely upon the cohesion of its neighborhoods as they make up the urban fabric from which enduring settlements are formed. Moreover, walkability and connectivity have been identified as two of the central aspects for enhancing neighborhood livability. However, the introduction of the car has transformed traditional pedestrianized street patterns into a car-dominant street network, with traditional walking Souqs replaced by destination-based strip-shopping...

There is a long lineage in neighbourhood research that has underpinned sustained academic and policy interest in the UK centred on understanding how spatial ‘clusters’ of neighbourhood-based deprivation might be destabilised. This has seen the privileging of composite indices in the analysis of deprivation which have been criticised for fostering a common perception that deprived neighbourhoods are homogeneous in terms of their compositions and underlying structures. Such indices have also been criticised for being ineffective at capturing temporal change, providing only static snapshots of deprivation at particular points in time. This paper focuses on patterns of deprived neighbourhood change in the Greater Manchester city-region between 2001 and 2007. It develops a typology of neighbourhood change that is triangulated with three complementary typologies capturing the socioeconomic and demographic compositions of deprived neighbourhoods; the functional roles played by deprived neighbourhoods in redistributing population through migration; and the spatial contexts in which deprived neighbourhoods are located. The analysis reveals that an over reliance on static indices to measure deprivation has long-served to conceal complexities in the way that deprived neighbourhoods change, owing to their variable structures and contexts. It illustrates the danger that lies in treating all deprived neighbourhoods in the same way.

English abstract: This paper discusses and demonstrates three interrelated buzzwords - public space, liveability, and participatory
approach. Today, instead of economic development, cities around the world increasingly compete on the basis of liveability to attract investment, businesses and high-skilled workers. Public space can be a key drive to archive liveability. Although the trend of privatization (and consequently commercialization) in developing public spaces has
become a concern, yet there have also been rising signs of good placemaking initiatives with participation for various stakeholders. This participatory approach improves quality of public spaces for all and ultimately urban liveability in a sustainable way, because end users certainly understand their own needs and have a sense of ownership and pride of what they co-make. So which public spaces may have larger impact? Based on Kevin Lynch (1960)’s five key physical elements that shape up “the image of the city” (path, edge, district, node and landmarks), this paper suggests several types of important public space such as main street, promenade, district, transportation hub, central market, central park and landmark tower. The last section demonstrates two recent projects in Vietnam and concludes that well co-designed
public spaces for all pave way towards achieving more liveable and humane cities in the future.

This paper examines the absence of the state from the discourses and practices of "livable" urban spaces. Drawing from an ethnography of Atlantic Station, the USA's largest new urbanist infill development, we argue that "livable" urban spaces are increasingly arenas for luxury, theater, and consumption, and that the state, while an important actor in the creation of urban spaces such as Atlantic Station, has largely been made invisible. We see this in the absence of public institutions, such as schools, parks, and libraries, and in the absence of a collective political identity among Atlantic Station patrons. The disappearance of the state in the material spaces of the city suggests that the neoliberal project of individualism and consumerism is transforming the very notion of livability and the democratic possibilities of what makes urban space "livable".

Quality of life in Egypt, and especially in Cairo, has recently become one of the main
priorities of the country. The provision of the public and green open spaces is one of the
priorities in this regard. Cairo suffers from acute shortage of green space provision which is
negatively affecting the main urban area and the quality of life. There have been numerous
efforts regarding green spaces provision in Cairo lately, from governmental, non-governmental
bodies, as well as the private sector. In addition to Governmental efforts, there are now a
growing number of initiatives and NGOs calling for greening Cairo to improve the quality of life
for the residents and helping in reducing pollution rates, either through better aesthetics or for
economic revenues such as urban agriculture. These calls depend on small scale
interventions and incremental change. On the other hand, the private sector is now supplying
several green spaces as well.
In this regard, the paper aims at mapping out the different approaches of green spaces
provision in Cairo, their motives and aims as well as the kind of commodities that they provide,
especially in terms of their social impact. This shall be achieved through literature review,
mapping out the different efforts in addition to interviews with the different stakeholders.

This paper aims to provide a brief overview on urban public space development in global context as well as in Japan with a focus on their livability aspect, and the role of public-private partnership (PPP). First, it introduces urban livability concept and trend, the role of public space as a key enabler and drive, and common types of public place. The quest for urban livability has become a trend worldwide. Today, instead of economic development, cities around the world increasingly compete on the basis of livability, among some other emergent factors. A wide range of activities happening in many public spaces show that the city has much to offer in terms of public life, liveliness, equality, spontaneity, creativity, temporality and overall livability. Traditionally, the image of urban public space comes in the form of squares, streets, plazas, parks, open spaces, playgrounds, beaches, riverbanks, waterfront promenades, and other public facilities. Local authority is often perceived to be responsible to provide them to the citizens as part of the city's social welfare. However, as cities grow and expand, their local governments usually face with increasing financial constraints to fund for the planning, design, implementation, management and maintenance of public infrastructure, including public space. So they either fund only prioritized projects, or seek for other complementary resources such as from private sector. New York City has initiated and shown the world the concept of incentive zoning (aka bonus zoning) in late 1960s, whereby the local authority may grant additional development capacity in exchange for the developer's provision of a public benefit or amenity as specified in the local ordinances. Incentive zoning is a form of and contributes to PPP. It provides a flexible, performance-based tool that replaces harsh control with attractive incentives for a smarter urban and economic development. This valuable tool helps develop privately owned public spaces (POPS), which remain located in the private property but must be publicly accessible and usable by all members of the public at any time. POPS can come in the same form of the conventional (such as urban square, park or plaza). But oftentimes, they are expected to come in complementary forms such as atrium, courtyard, forecourt, sky garden, pedestrian mall, underground shopping corridors, etc. However, some stakeholders have shown their concerns, that POP resulted from incentive zoning may be just 'pseudo-public' and may not be fully public. They may cause unwanted social exclusion, " trap " of consumerism, or unexpected restrictive security measures. In Japanese context, the Western concept of " public " and " private " interestingly did not exist in Japanese traditional society and culture. People lived a rather " public " life, city planning or zoning regulations were vague, and urban spaces were mixed use and defined by the temporal events that take place therein rather than by specific physical boundaries. However, the Western concept of public space has gained dominance in Japan today. Japan also adopted incentive zoning tools and utilized PPP schemes widely. As a result, POPS have thrived in many Japanese cities in distinctive ways. Through the case studies of several new urban districts in different cities within Tokyo Greater Area (or Tokyo Capital Region), the paper demonstrates and concludes that a combination of conventional public space and complementary POPS benefits all parties (win-win) including residents, if jointly managed well. The PPP instrument can substantially help solve local governments' financing problem towards financial sustainability. Ultimately, this kind of approach in the planning, design, implementation and management of livable urban public space of both types paves way towards more livable and sustainable cities in the future.

Cycling as a way of life and mode of transportation is on the rise in city after city around the world. For those looking to dip their proverbial toes into the waters of urban cycling the prospect at times can be rather intimidating. What kind of bike should I ride? A skinny-wheeled high-end road bike? A fixie? A chunky city commuter bike? A department store bike? How about fashion? Do I have to wear brightly colored skin-tight Lycra outfits? Can I just wear normal clothes? How do I lug my gear around?

The Bohemian Guide to Urban Cycling takes the reader into the world and workings of cycling in the city to uncover the essentials to how to join in on the cycling revolution. Your bicycling guide on this journey is a card-carrying bohemian living in Portland. By using the bike-crazy city of Portland as the backdrop, this book covers all of the basics needed to bike comfortably in the city and to know what the heck you’re talking about ... from bike selection to fashion to bike lanes to gentrification and more. After reading this you’ll know precisely what to ride, how to ride, what to wear, and how to talk like an insider. Well, maybe not, but it’ll still be a fun journey together.

But this book is more than about urban-cycling fashion and high-end bikes. It also plunges headlong into conversations about mobility, equity, race, and justice. If there is going to be a book about all-things cycling in the city it must delve into these uncomfortable topics in order to develop a more holistic view of urban cycling. The bottom line must be to affirm all kinds of people pedaling through the streets of our cities on anything that rolls.

What role does the church play in shaping the built environment of the city? Or does it? Blueprints for a Just City is an exploratory journey looking at the ways in which God’s people have played a pivotal role in not only influencing life in the city, but in the actual built environment as well. Together we will delve into the parameters of the Gospel, the role of common grace in the city, and God’s involvement in shaping urban form. If God’s heartbeat is for justice and equity, as part of the Gospel story, how then does the church immerse itself into the city influencing and shaping the built environment? The outcome of Blueprints for a Just City is to collect and synthesize blueprints for what a just and equitable city can look like when marked by the Gospel.

In today’s world, especially in terms of space flight and exploration there is more discussions and plans in the governmental and private sectors concerning the exploration and colonization of the Moon and Mars by mankind. With these discussions there has to be a change in the design of the habitats and transit spacecraft that will be used by the explorers and colonists. The changes must take into consideration how the humans will live and not just what equipment is needed for experiments. The design of the habitats will need to be done by persons who have education and training in the field of human building architecture as well as education and training in the risks and requirements of space. The author has the education and training in both of these fields and this paper is a presentation of the ideas of the author for meeting the human comforts as well as the risks in space. While previous designs will be discussed, the paper will be directed towards the analysis of the new design as opposed to critiquing previous habitats. The purpose of this paper will be to propose a design for a habitat that can be utilized as the transit spacecraft with a centrifugally induced artificial gravity and then converted to a permanent habitat on the surface of either the Moon or Mars.

This master thesis is focused on the analysis of how efficient are projects that target the improvement of transportation systems to reduce road traffic congestion, to create walkable and livable cities, as well as to make society financially better off. Thus, based on the definitions set by the European Union and by the European Commission, the author investigates the Sustainable Urban Mobility Plans (SUMPs) and the importance played by city networks to assist municipalities in reaching optimum results in their projects.

In this research is examined the experience of two German cities, namely Dresden and Stuttgart, to implement their SUMPs while participating on the CH4LLENGE and 2MOVE2 networks, respectively. The author uses the programs published by each city containing the adopted strategies, conducts interviews with project managers and accesses local and independent reports to verify how efficient the studied SUMPs were until this moment, according to indicators. The dynamics of cities and the continuity of SUMP projects allow Dresden and Stuttgart to have different results in a near future and hence, this analysis may be helpful to identify positive and negative aspects and use them to make adjustments and
to design policy recommendations.

This study briefly examines the theoretical and practical landscape of prominent Eco-Villages, Eco-Districts, and Eco-Cities throughout the world. It presents a concise summary of the principles behind successful application projects around the globe. The literature review and research explores various definitions for ecovillages, ecodistricts, and ecocities focusing on sources that are most commonly associated with the terms documenting several different examples under each category in the literature. The good news is that the types of applied research, demonstration and training that the ecovillages, ecodistricts and ecocities are engaged in are "precisely those that will be needed to navigate the rough waters ahead. Seen in this context, the initiatives that have been described on these pages – in reforestation, seed-saving, place-specific technologies for energy-efficient housing, food-growing, energy-generation, the development of inclusive decision-making structures, voluntary simplicity, and so on – appear not so much idiosyncratic tinkering as the very stuff that the building of future societies will be made of" (Dawson, 2006, p. 77).

İslamiyetin doğuşuyla beraber başta ayetler ve daha sonra hadislerde geçmiş ile günü kıyaslamak, anlamlandırmak ve birtakım kaideler ihdas etmek için “biz” ve “öteki” kavramları ortaya çıkmıştır. Çünkü bir dinin veya bir inanç grubunun varlığından söz etmek, dolaylı olarak o dinden ve müntesiplerinden farklı inanç sistemlerine mensup insan topluluklarından söz etmek demektir. Bu tarih boyunca tüm toplumlarda doğal olarak kendisini göstermiştir. Başta Kur’an ve sünnet olmak üzere İslam tarihinin tüm kaynakları başta Mekke ve Medine olmak üzere, Müslümanların bulunduğu tüm toplumlarda “biz” ve “öteki” farkındalığı oluşmuştur. Ancak sadece Müslüman olmayanlar değil kendi gibi düşünmeyen, yaşamayan, bakmayan kimseler de “mevali” örneğinde olduğu gibi zaman zaman “öteki” kavramıyla değerlendirilse de bunun siyasi ya da stratejik bir düşünce yansıması olduğu söylenebilir. Çünkü İslâm’ın temel öğretileri ötekinin mevcudiyetinden ziyade, öteki ile ilişkinin nasıl olması ve ne şekilde sürdürülmesi gerektiği meselesi üzerinde durmakta ve buna yönelik tavsiyelerde bulunmaktadır. İslâm, insanı yalnızca Allah’ın yarattığı bir varlık olarak sevmeyi, birlikte yaşama kültürünü geliştirmeyi, haklara saygılı olmayı tüm Müslümanlara öğütlemektedir. Müslüman coğrafyanın günümüzde içinde bulunduğu durum göz önüne alındığında geçmişten günümüze tevarüs eden bu güzelliklerin daha doğru ve güzel bir şekilde neslimize aktarımı için yoğun çaba sarf etmemiz gerekmektedir. Bu nedenle Mekke’de başlayan “öteki” ile yaşayabilme tecrübesini adı Yesrib iken bir arada yaşama tecrübesinin ilk ve en önemli örneği haline gelerek adını Medine’ye çeviren şehir ile devam ettirerek ayet ve hadislerin ruhunu, modern çağın yapısına entegre etmeliyiz. Doğal ve makul bir kavram olan “öteki” kavramını kendi çıkarlarımız için veya muhatabımızı aşağılamak, küçük görmek, dışlamak için kullanmamalıyız. Düşmanlığını açıkça söyleyen ve bu şekilde bir tutum sergileyenlere karşı bile Kur’ânî bir düstur olan hak ve adaletten ayrılmama prensibini her daim canlı tutmalıyız. Bu nedenle biz bu çalışmamızda “biz” ve “öteki” bağlamında İslam tarihi kaynaklarında kronolojik olarak yaşanabilirlik örneklerini ele almaya çalışacağız. Bu bağlamda müşrikler, münafıklar, Hıristiyanlar, Yahudiler, Mecusiler gibi farklı kategorilerde yer alan insanlarla ilişkiler değerlendirilecektir.

Livability refers to quality of life in cities. However it has been widely interpreted, and includes both the promotion of, as well as opposition to, industrial development and infrastructure projects.  While in the 1960s it was linked to new social movements by the 1970s it had become enshrined in official government policy. Livability is now linked to efforts to make cities more sustainable through promoting compact walkable communities as well as serving as a basis for global competition between cities. Despite these many uses, the term points to the need for governance to not simply foster economic development but include concerns about how cities are places for people and nature.

This article discusses two contrasting conceptual understandings of place. The approach of analytic relationality interprets places as sets of interconnected parts and their relationships. In contrast, synergistic relationality interprets places as integrated, generative fields, the parts of which are only parts as they both sustain and are sustained by the constitution and dynamism of the particular place as a whole. This article presents one interpretation of place as synergistic relationality by describing six interrelated, generative processes: place interaction, place identity, place release, place realization, place creation, and place intensification. The article considers how concepts and principles relating to space syntax contribute to understanding places as synergistic relationality broadly; and to understanding the six place processes specifically.

This study examines LEED-ND’s criteria for Neighborhood Pattern and Design (NPD).  LEED-ND was developed as a system for rating new neighborhoods on the sustainability of their planning.  However, it has increasingly been adopted by cities as a de facto measure of “livable” neighborhood design and used to accelerate development processes.  We hypothesize that these criteria do not accurately capture livability as defined by residents. Our study area is Temescal, a gentrifying neighborhood in Oakland, CA.  Temescal could not achieve LEED-ND certification due to technical disqualifications yet residents of the neighborhood rated its livability very highly.  Furthermore, residents consistently rated and ranked NPD characteristics quite differently than did LEED-ND, calling into question its validity as a universally codifiable rating system.  We propose that a single set of weighted, prescriptive design guidelines may not be able to reflect the diverse values and desired amenities of different communities.

Over the last two decades, transit-oriented development (TOD) has been widely implemented as an integrated strategy to enhance urban livability. Doha, the capital of the State of Qatar, has faced urban challenges such as excessive reliance on private vehicles, absence of a well-established public transportation system, and issues with integration of last-mile connectivity. This research study explores Al Sadd, a mixed-use neighborhood in Doha, in order to investigate key factors to be addressed for enhancing urban livability within this neighborhood. These factors were analyzed through a combination of qualitative and quantitative methods incorporating: (1) a literature review focusing on sustainability, smart growth, and transit-oriented development; (2) data collection and analysis utilizing oral and visual data from the Qatari Ministry of Municipality and Environment (MME), Qatar Rail, and private engineering and consulting companies; and (3) analytical and applied study through ...

Abstrak Shared space street adalah konsep perancangan yang menghapuskan pembatasan dan penanda fisik perbedaan jalur suatu ruang jalan, dengan menciptakan ketidakpastian yang akan membuat pengendara mengurangi kecepatan kendaraannya, sehingga dituntut untuk lebih bertoleransi dengan pengguna lain. Bertujuan mengurangi dominasi kendaraan dengan saling berbagi ruang jalan antara pejalan kaki, kendaraan tidak bermotor dan kendaraan bermotor, namun pejalan kaki menjadi prioritas utama. Kondisi eksisting koridor Jalan Pemuda, yang merupakan koridor komersial di kota Magelang, menunjukkan bahwa dominasi kendaraan bermotor yang ada mengakibatkan pergerakan pejalan kaki dari trotoar barat ke trotoar timur terbatas, sehingga menimbulkan kesenjangan jumlah pejalan kaki di masing-masing trotoar. Sejak tahun 2011 hingga sekarang Koridor Jalan Pemuda memiliki trotoar di sisi timur yang berkonsep menyatu dengan jalur kendaraan tidak bermotor (becak, sepeda, gerobak dll), sehingga memiliki lebar mencapai 5 meter. Hal tersebut menunjukkan adanya karakteristik yang mengarah ke konsep shared space street. Tujuan penelitian adalah untuk mencari faktor-faktor yang dapat mempengaruhi pengembangan konsep shared space street yang sesuai agar dapat menyelesaikan permasalahan yang timbul. Metode penelitian yang digunakan adalah metode deduktif kualitatif. Penelitian ini menemukan bahwa faktor-faktor yang berpengaruh pada pengembangan shared space street di Jalan Pemuda adalah kenyamanan (comfort), konektivitas (connectivity), diversitas (diversity), livabilitas (livability), identitas kawasan (identity). Kata kunci: ruang jalan, shared space street, koridor jalan Abstract Shared space street design is a concept that eliminates the segregation and physical marker of the path difference of a street corridor, creating uncertainty that will make the rider reduce the speed of his vehicle, those required to be more tolerant with other users. Aims to reduce the dominance of vehicles by sharing road space between pedestrians, non-motorized vehicles and motor vehicles, but pedestrians are a primary priority. The existing condition of Pemuda street corridor, which is a commercial corridor in Magelang city, shows that the dominance of existing motor vehicles resulted in the movement of pedestrians from the western sidewalk to the eastern sidewalks are limited, resulting in a gap in the number of pedestrians on each sidewalk. Since 2011 until now Pemuda street Corridor has sidewalks on the eastern which concept is to be in one lane with non-motorized lanes (pedicabs, bicycles, carts etc.), so it has a width of up to 5 meters. It shows the characteristics that lead to the concept of shared space street. The purpose of this research is to find the factors that can influence the development of shared space street concept in order to solve the problems that arise. The research method used is qualitative deductive method. This research found that the factors that influence the development of shared space street in Pemuda street are comfort, connectivity, diversity, livability, and identity

This is a draft paper Ben Debney and I submitted to the Australian Sociological Association for the annual conference to be held in Melbourne in December 2016.

Abstract:
When we ask ‘what makes a liveable city?’ - it is pertinent to focus on whether the entire popular class’s basic needs (for housing, food, education, healthcare and so on) are being met. In the late-capitalist city (whether Melbourne or Paris) these needs are decreasingly being met due to the financial stress imposed by decades of neoliberal austerity. Building on Lazzarato’s theory of ‘Indebted Man’ and Clover’s notion of the unending riot, we argue that recent waves of social movement mobilisations proffer an incipient process of politicisation beyond the traditional confines of militant activism. The Climate Justice Movement is used as an example. While it was unable to achieve its desired agreement at the UN COP21 negotiations in December 2015, it had small but significant consequences, and forms one of several divisions in the emerging counter-hegemonic bloc preparing for “what comes after neoliberalism”. In this sense it can be viewed as part of the global struggle to create cities that are liveable for everyone, and not merely the Economist’s chief constituency of wealthy expatriate businessmen.

Keywords: militarisation, liveable, Climate Justice Movement, divestment, neoliberalism.

Clearly a state has a right to expel aliens generally, and a state has a right to grant asylum to aliens, but the question is whether an individual has a right to asylum opposable to the state’s right to expel. In the literature, it is commonly understood that no such right exists. Treaty obligations discussing a “right to asylum” are understood in various ways, generally not to provide for a right to receive asylum but apply for it. However, the past few decades have shown a growth in conventions addressing asylum, especially, but not limited to, the European context. With refugee flows being an inherently international concern with a need for durable solutions, increasingly refugees are being assimilated to refugee-seekers. States are reacting or anticipating these issues by adopting domestic rights to asylum, at least for individuals qualifying as refugees. These trends suggest an evolving international consensus on opinio juris and state practice that refugees must receive asylum. Thus, it appears that the right to asylum for refugees exists under customary international law.

The paper will proceed broadly in two sections viewing the issue from different perspectives. In the first section, the paper will begin by examining the “right to asylum” from the perspective of the states, the authors of the Refugee Convention and similar agreements. The paper will conclude that the “right to asylum” in those agreements is directed at states, not individuals. In essence, states have a right vis-à-vis other states to grant asylum to aliens and not have that act be viewed as hostile.

However, this right of the state does not necessarily exclude a right of individuals to receive asylum if convention or customary international law also demand it. Accordingly, the second section examines the right of the individual to receive asylum. In the first sub-section, the author looks at conventional law and in the following sub-sections he looks at customary international law, specifically state practice and opinio juris. In the conclusion, the author argues that, although there is a state right to grant asylum, there is also an individual right to receive it in certain circumstances. This conclusion is based on widespread and consistent practice granting asylum as an obligatory consequence of refuge.

Most designs of advanced megafloats, which are mega floating cities capable of providing their own resources, are still in conceptual stage. Details information on design requirements, especially for aspects related to sustainability and liveability are not available. Selecting one good design to be taken as reference is therefore quite impossible. Sustainability and liveability as design requirements might have been translated differently by individual designers. This can be clearly seen from the design emphasis given by the different designers. The paper analyses currently available advanced megafloat design concepts in view of the formal definition of sustainability and liveability. It gives focus on the proper selection of features and attributes defining sustainability and liveability, applying the formal definitions within the perspective of marine application, using the adapted definitions to compare current available design concepts and selection of a basic design through design ranking approach. The study found that the Greenfloat concept proposed by Shimizu Corporation (2010) is top ranked.

The New Urban Agenda prioritized livability of public spaces through design and management. As the management of public spaces defines the role they play in neighborhoods and the ways people react to it. Accordingly, all city elements are being reshaped and altered in the new policies and strategies of cities to meet people " s interests. Nasr city, a middle-income neighborhood, is characterized by abundance of green open spaces relative to other parts of Cairo. However, based on former surveys and observations conducted by the authors, there were some remarkably livable public spaces in the district on the contrary to the general situation of underused spaces. With further analysis of these spaces, it is claimed that there are two models of livability of public spaces in Nasr City; formal initiatives and temporal acts. This paper aims at investigating the two management models through investigating the provided commodity each model serves in relation to community " s needs, their governance models, the beneficiaries, and the time usages. To propose an integrated model that fulfills the needs of the community and enhances the livability of middle income neighborhoods. This shall be achieved through spaces " mapping and observations as well as interviews and questionnaires of the different stakeholders. 1 Planning with Spaces in Mind The term livability appeared as a key to revitalizing the 21 st century " s cities and returning it back to people by stimulating the social interaction among the communities " individual and so improving the quality of life and enriching the cities " economies. The core of planning livable cities is the people, where the planning decisions and projects should bring people together on the first place and so add to the social interaction of the communities. Accordingly, vivid public realm is an essential element for future livable cities, and because public spaces are considered the nuclei of cities " public realm. Due care should be given to the planning and design of public spaces; taking into consideration that public spaces are all the places that allow equal accessibility to all the sectors of the community and to enjoy them equally. Generally the planning of cities in the modern era has viewed open spaces as a means to separate functions, open up the distances between buildings, and allow for sunlight and greenery penetration rather than being places with civic functions that promotes social contact [1]. Accordingly, Worpole & Greenhalgh 1996 argue that planners and architects recently regard public spaces as the publicly owned empty spaces between buildings, where

Public services have a significant effect on opportunities in urban areas. Public services are very important because they are related to basic needs, such as education, health and security. Basic social services in our districts are carried out under the guidance of public sector, as a part of social state
concept. Education, healthcare and security services are the most important for social wellbeing. These services are mostly provided by public sector in Turkey. Thus, public institutions have great influence on urban livability. Public services such as education, healthcare and security play crucial role in on urban livability.

Many Brazilian cities cannot provide the necessary infrastructure and services to a large extent of themselves. Concomitantly, the country has reduced the share of renewables in the energy mix. It also focuses on large hydropower plants with social and environmental issues, whereas many buildings located in the hottest climates demand energy for mechanical cooling.
The research explores the potential of the Bairro do Recife (Recife, Brazil) to improve the quality of life for its inhabitants by creating a scenario to understand possible interventions in the neighborhood. The focus lies on verifying the livability of the urban arrangement, the energy efficiency and production of the buildings, as well as a strategy to provide affordable housing.
The results indicate that the selected urban and energy strategies could, in most of the cases, improve the status quo situation. The urban intervention would improve the mix of uses, the public spaces, and walkability. The buildings could provide thermal comfort by passive solutions, reducing the energy demand, whereas the rooftops could produce equivalent to 79% of the electricity demand those buildings by using PV-panels.

Mega-floats are designed for offshore exploration and as floating cities for human habitation. Current studies on the design of mega-floats focus on engineering and scientific aspects such as stability, strength and safety. However, most designs of mega-float which are capable of providing their own resources are not for full self-sufficiency. Additionally, current design data and information is not complete and not related to scientifically reliable methods. Many design concepts have been proposed and liveability criteria for mega-float itself has been defined. The study aims to identify the liveability elements for the design of long term habitable mega-floats and to propose an approach for systematic incorporation of liveability items into advanced mega-float design concepts. Data on perception of potential inhabitants on liveability for advanced mega-float has been collected from 165 respondents using questionnaires and statistically analyzed. Based on a selected set of liveability criteria a list of liveability items for the advanced mega-float has been derived. Area requirement for system in advanced mega-float, which isinfluenced by liveability criteria has been systematically estimated based on a set of benchmark values. The survey shows that the respondents jointly agree (mean value between 4.33 to 4.56 of 5.0) that important liveability factors are social environment, physical environment, functional facilities and services, safety environment, resources sustainability, information and communication system, economic sustainability and governance. The elemental liveability model developed ranks safety element as top priority and followed by functional facilities and service, resources sustainability, information and communication system, economic sustainability, governance policies, physical environment and lastly social environment. 6 types of main system for an advanced mega-float with 11,448.27 hectares and 96 functional physical facilities have been liveability treated for advanced mega-float conceptual design and requiring shrinkage of 40.66 hectare of benchmarked liveability spaces. The result shows that percentage of safety space per main area system for advanced mega-float’sresidential system is 22.45%. The percentage forcommercial system is 9.78% and 7.52 % is for industrial system and power generation system. In conclusion, the systematic Excel-based package developed has made possible the generation of design data and information for the production of a layout plan of the advanced mega-float concept design.

Generalizations about 'car culture' in the United States, and about American's 'love affair with the automobile', have concealed persistent values and practices among millions of Americans that do not suit such stereotypes. Car culture and the car's attractions are not denied. American society, however, is a complex of numerous subcultures, including many that resented and resisted the automobile's growing priority during the twentieth century. Such groups' resistance to automobile domination has been neglected. Persistent advocacy for pedestrians' interests is illustrated through numerous examples from the 1920s to the 1960s, the decades when 'car culture' rose to its apogee.

A study on the social dimensions of livability was done in a National Housing Authority (NHA) housing project in Mati City, Davao Oriental. This aims to find a relationship between social factors of residents and their perceived livability on the area. Survey questionnaires were administered to 200 heads of household from the 345 families in the area. Statistical tools used in analyzing the data were: Frequency, Percentage, Quartile Deviation, T-test for Independent Groups, F-ratio Test; Cramer’s Phi Coefficient and Chi-square. Results showed a statistical relationship between social factors and livability with a Cramer’s Phi Coefficient of 0.69 and significant at 0.05 level with a Chi-Square value of 5670.77.

In this study, due to the low level of social interactions in urban public spaces and the decline of urban welfare as the main research issue, we sought to identify a solution to improve urban welfare by identifying the effective factors on urban democracy and promoting social action. In summary, in this study, in addition to clarifying the concept of urban welfare in public spaces, it has been attempted to introduce qualitative environmental factors affecting urban welfare with indicators of viability and vitality, as well as conceptual contexts of existing approaches. In the first part, by examining the views of experts and experts through interviews, the common concepts were more widely recognized by presenting the best indicators of measuring the utility of public spaces in the study area. In the second part, we analyze the extent of social interactions with the technique of counting and photographing, and we survey citizens to measure some of the components of urban democracy, viability and vitality, and to test hypotheses. Based on the findings of this study, the quality of public spaces studied is very low in terms of livability and vitality indices, and the low quality of these components reduces the components of urban democracy and social action as key indicators of urban well-being.

Many ancient cities around the world were known with their livability (Rodriguez, G.R., Brebbia, C.A. & Almorza, D., 2017). However, these cities started to lose this feature, when vehicles became prior to pedestrians who lost their sense of place (Nady, 2015), as many negative impacts came along. In return, people escaped the city’s core searching for lively districts with attractive streets where the human basic activities can be performed. As a result, dead city centers were left behind (Ibrahim, 2016). The present paper work proposes an integrative literature between the pedestrianization and livability, then introduce a creative implementation approach to pedestrianization in order to achieve the following objectives: 1- a tool to break the various barriers that may face implementation, 2-a method of exploration regarding the potential of the misused asphalt, 3- a tactic to re-attract people to the city’s core and its walkable environment and finally, 4- restore the city’s livability thus its urban sustainable development.

From this perspective, by rejuvenating the core of a city, the entire city’s livability could be restored, causing an urban sustainable development, through the creative tactical urbanism. Also, the research includes an analysis of international examples, based on the criterion of tactical urbanism practices.

"This chapter provides one phenomenological interpretation of writer and director Alan Ball’s popular Home Box Office cable-television series, Six Feet Under, which completed its fifth and final season in 2005. The chapter considers how home and at-homeness are portrayed in the series, drawing on two contrasting phenomenological conceptions: First, Edmund Husserl’s homeworld/alienworld as interpreted by Anthony Steinbock in Home and Beyond (Steinbock 1995); and, second, Kristen Jacobson’s being-at-home (Jacobson 2009). The argument is made that an open sense of at-homeness, grounded in family and place, allows for personal and communal transformation partly impelled by unsettling moments when characters suddenly encounter, in their home lifeworld, compelling situations and understandings before out of sight—i.e., the uncanny.

Key words: home, at-homeness, dwelling, homeworld, alienworld, being-at-home, uncanny, place, phenomenology, phenomenology of home, Alan Ball, Six Feet Under
"

Urban morphology analysis deals with the structure and/or pattern of a city. A well-established discipline dating back to the first half of the twentieth century, it provides an understanding of the form, processes of creation and transformation, spatial structure and character of human settlements through an analysis of historical development and the constituent parts that form the settlement (Conzen 1960; Whitehand 1986). Urban morphology is an important assessment method in determining the transformation Abstract: This study compares residential neighborhoods with different gridiron patterns in terms of some morphological properties. Nine different gridiron street patterns of San Francisco neighborhoods were chosen to assess the livability of residential areas in terms of several morphological evaluation criteria including accessibility (local and global spatial integration), intelligibility, density, livability index and time period. When measuring these criteria, the focus was ...

Rapid growth of cities leads to social and environmental problems. Transportation problems, security problem, recreation area deficiencies, pollution are some of these. These problems reduce the quality of life and environment in cities. In other words, it reduces urban livability. In the urban livability literature surveys on the subject, it is seen that, rather than the definition of urban livability, the criteria for determining the urban livability in any city settlement were carried out. In the literature, the concepts of livability, quality of life and sustainability, which are more related to the concept of urban livability, are mentioned. From a chronological perspective, the concept of quality of life first appeared in BC. It was used by Aristotle who lived between 384-322. The concept of sustainability is officially included in the Brundtland Report published by the United Nations (UN) in 1987. The concept of livability was presented at the 2nd Habitat Conference in Istanbul in 1996. Although there is a relationship between urban livability and these concepts, it has been determined that these concepts do not meet the concept of urban livability. At this point, it is necessary to explain what urban livability is. One of the ways to better present and analyze every day and scientific problems is to use the right concepts. It has been determined that the definition of the concept of urban livability is not included in the domestic and foreign literature. In this study to eliminate this problem, it is aimed to create a definition by evaluating the concept of urban livability in the context of social, economic, cultural and environment. For this purpose, domestic and foreign sources have been looked at and the most general definition can be made as follows: Urban livability, the city is largely safe, infrastructure and superstructure is in good condition, public and public transportation services are distributed in the city in a balanced, economically dynamic and environmentally harmless city in settlements; it can be explained as the fulfillment of the different expectations of each individual.

Over the last two decades, transit-oriented development (TOD) has been widely implemented as an integrated strategy to enhance urban livability. Doha, the capital of the State of Qatar, has faced urban challenges such as excessive reliance on private vehicles, absence of a well-established public transportation system, and issues with integration of last-mile connectivity. This research study explores Al Sadd, a mixed-use neighborhood in Doha, in order to investigate key factors to be addressed for enhancing urban livability within this neighborhood. These factors were analyzed through a combination of qualitative and quantitative methods incorporating: (1) a literature review focusing on sustainability, smart growth, and transit-oriented development; (2) data collection and analysis utilizing oral and visual data from the Qatari Ministry of Municipality and Environment (MME), Qatar Rail, and private engineering and consulting companies; and (3) analytical and applied study through ...

Urban quality of life attracts attention as an important indicator of sustainable development of cities. Livability, as a measurable component of quality of life and urban quality of life concepts in urban space, is defined at utmost level as, the right of honorable life, and respect to human's rights of existence in life. In line with this, provisioning of livability for the built environment of housing areas, that form the main function of urban settlements, emerges as an important issue. Thus, the necessity of providing the inhabitants not only the basic spatial needs, but also a way of life that individuals get involved as a participant in producing and consuming together, turns out to be the main issue.

Housing settlements have been regenerated in recent decades across the world, particularly those built in Europe for social purposes in the post-war period. As unique sets of problems accumulate in each case, interventions tend to address individual issues of different scales and localities. This study aims to contribute to housing research with a focus on the regenerative spatial interventions of urban design and architecture and their tangible reflection on sustainability. The research work, including related documentation reviews and interviews with critical stakeholders, examines in detail a regeneration case of social housing estate in Copenhagen – Gyldenrisparken – regarded as an international best practice. The estate was a settlement built in the 1960s, legally listed as ‘ghetto’ in the 2000s, and regenerated between 2004 and 2015 through an unprecedentedly collaborative project in Denmark. Exploring the regeneration of social housing through the concepts of liveability, place making, and sustainability, this study introduces a methodological tool which solidifies in form of a three-dimensional matrix accompanied by perspective illustrations in three scales. By this means, it registers and classifies each individual spatial intervention, discovers the relations among them and their intended goals, and builds up a new basis of knowledge for later regenerations. The tool developed bridges the theory of sustainability with the practice of regenerative design, while providing a basis of systematization and comparison for other cases aiming future implementations and decision-makers of different scales.

The cumulative growth that the market of automobiles has seen since the end of the second world war, has had a major impact on both the way we plan our societies and in the way we live our lives. In Sweden from 1950 to 1960, car-ownership increased five-fold, making it the most car-dense country in Europe at the time – bringing along with it major car-centric urban renewal schemes, such as ‘Norrmalmsregleringen’. In the U.S. concerns about the social and environmental impacts of motorized traffic, sparked an interest in research on the ‘livability of streets’. Donald Appleyard found in 1969 that the resident’s satisfaction with their street characteristics and the amount of friends and acquaintances were inversely proportional to traffic volumes. This helped push the narrative that the advance towards auto-mobility had come at the cost of the social life and urban quality of streets and neigbourhoods. In this thesis, a similar study focusing on the impact that vehicular traffic has on streets livability has been conducted. The study uses the municipality of Stockholm as a case and seeks to answer the research question by the means of online surveys and spatial data. The results suggest that increasing vehicular traffic seems to have a somewhat negative impact on the perception of the livability of streets in Stockholm and that streets with less traffic are generally apt to be more livable according to the categories formulated in the survey. However the findings also suggest that there seems to be a quota of ‘enough’ cars, for which when filled, the effects of traffic seems to wear off, and for some aspects of livability even revert aforementioned trend

ABSTRAK Pada tahun 1861, Appleyard mengemukakan konsepnya terkait livable street, atau konsep daya hidup pada jalan. Dimana untuk menarik livabilitas pada jalan atau aktivitas manusia di jalan terutama pada jalur pedestrian yaitu dengan peningkatan aspek kenyamanan dan keamanan di jalur pedestrian tersebut. Lokasi studi berada di Jalan Tanjung Duren Raya dan MH. Thamrin. Lokasi ini merupakan jalur yang memiliki aktivitas manusia yang tinggi di karenakan keduanya merupakan mixed use area. Hal tersebut menjadi dasar pertanyaan mengenai pengaruh kondisi fisik jalur pejalan kaki atau pedestrian berdasarkan konsep livable streets dengan aktivitas manusia yang melalui Jalan Tanjung Duren Raya dan Jalan MH. Thamrin. Dalam penelitian ini menggunakan pendekatan induktif kualitatif dengan paradigma yang naturalistik, dan observasi secara menerus serta pemetaan faktor fisik yang mempengaruhi daya hidup jalan. oleh karena itu dalam menjawab penelitian ini dilakukan dua analisis, yaitu analisis behavior dengan metode analisis place centered mapping dan deskriptif kualitatif dengan melakukan wawancara para pedestrian. Setelah dilakukan penelitian, maka Jalan MH. Thamrin dan Tanjung Duren Raya dapat dikatakan livable dengan aktivitas manusianya baik statis ataupun dinamis. Kata Kunci : Livable Street, Livabilitas, Daya Hidup, Pedestrian, Jalur Pedestrian, dan Aktivitas Manusia. Pendahuluan Dahulu pembangunan jalan di kota-kota besar hanya berfokus pada kendaraan bermotor, tetapi semakin bertambahnya tahun, perspektif tentang hal tersebut bergeser, diiringi dengan kesadaran manusia akan lingkungan, banyak dari mereka yang beralih untuk berjalan kaki menuju ke tujuan. Melihat fenomena tersebut, pemerintah Amerika mulai menerapkan konsep livable streets untuk menunjang aktivitas pedestrian dengan membuat jalur pedestrian yang ramah untuk pejalan kaki atau jalur tersebut nyaman dilalui serta aman. Di Indonesia konsep livable streets sudah mulai diterapkan dalam pembangunan jalur pedestrian, seperti jalur pedestrian di Jakarta secara fisik sudah dapat di katakan sesuai dengan kriteria livable streets, yaitu terdapat vegetasi peneduh, dan tempat duduk untuk menunjang aktivitas manusia yang berada di jalan tersebut agar aman dan nyaman, bila rasa aman dan nyaman sudah dimiliki pejalan kaki maka banyak pejalan kaki yang melewati jalur tersebut sehingga banyak terjadi interaksi antarmanusia dijalur tersebut, dan membuat jalur pedestrian menjadi hidup. Konsep ini juga sudah diterapkan di jalur pedestrian terutama pada koridor komersil dan perkantoran, tetapi realitanya masih ada jalur pedestrian yang rusak, terputus serta ada juga yang dijadikan tempat berjualan serta parkir liar yang mengganggu kenyamanan dan keamanan pejalan kaki. Jalan Tanjung Duren Raya dan Jalan MH. Thamrin, menurut Perda No 01 Tahun 2012 berisi tentang pembangunan dan peningkatan fasilitas jalur pejalan kaki di Jalan tersebut untuk menunjang pengembangan prasana transportasi di wilayahnya, dimana kedua lokasi memiliki ciri wilayah yang berbeda walaupun memiliki fungsi yang sama yaitu mixed use area. Jalan Tanjung Duren Raya merupakan wilayah yang di khususkan untuk area mixed use, dengan perdagangan dan jasa seperti pasar, ruko dan ada apartemen dengan kegiatan yang berhubungan rumah tangga yang tinggi. Lalu di Jalan MH. Thamrin merupakan mixed use dengan area perkantoran, mal dan hotel dan kegiatan tertinggi oleh aktivitas mobilitas para pekerja. Untuk mengetahui efektifitas dari rencana pengembangan prasarana transpotasi di sana, dapat dinilai dengan tingkat aktivitas pejalan kaki di kedua wilayah ini. Maka, dilakukan analisis tingkat livabilitas di kedua jalan tersebut yaitu dengan mengimplementasikan