B. Uiu^e^Jou Major Professor

Transcription

1 LIBERTY METRO TOWN: A SCHEMATIC DESIGN PROPOSAL FOR A NEW CONCEPT IN TOWN DESIGN IN THE KANSAS CITY REGION by BEUROOZ SHAMS B. Arch., Kansas State Unversty, 972 AN URBAN DESIGN PROJECT submtted n partal fulfllment of the requrements for the degree MASTER OF REGIONAL AND COMMUNITY PLANNING Department of Regonal and Communty Plannng College of Archtecture and Desgn KANSAS STATE UNIVERSITY Manhattan, Kansas 974 Approved by: B. Uu^e^Jou Major Professor J

2 TABLE OF CONTENTS Page LIST OF EXHIBITS AND TABLES ACKNOWLEDGMENTS v v Chapter I. INTRODUCTION STATEMENT OF THE PROBLEMS PURPOSE OF THE STUDY 2 SCOPE OF THE PROJECT 2 REGIONAL OBJECTIVES OF THE METRO TOWN 5 NOTES 6 II. THE METRO TOWN CONCEPT AND STRUCTURE 7 DEFINITION AND CONCEPT 7 AIMS OF THE METRO TOWN 8 LOCATION AND SIZE 9 SITE CONSIDERATIONS 0 THE SHAPE AND STRUCTURE OF THE TOWN NOTES 8 III. METRO TOWN DEVELOPMENT PLAN 9 INTRODUCTION 9 RESIDENTIAL DEVELOPMENTS 20. The Hgh Densty Resdental Zone The Medum Densty Resdental Zone The Low Densty Resdental Zone 23

3 Ill Chapter Page MULTIFUNCTIONAL URBAN CENTERS 24. The Neghborhood Center The Vllage Center The Metro Town Core Area 26 TRANSPORTATION AND CIRCULATION SYSTEM 26. Vehcular Crculaton System Publc Transportaton System Pedestran Crculaton System 3 URBAN LANDSCAPE SYSTEM 32 INDUSTRIAL CENTERS 33 NOTES 34 IV. TOWN CORE AREA 35 REQUIREMENTS OF THE CORE AREA 35 PATTERNS OF ACTIVITY 37 PATTERNS OF CIRCULATION 40 PHYSICAL FORM 43 NOTES 52 CONCLUDING REMARKS 53 APPENDIXES 54 A. A REVIEW OF FOUR CASE STUDIES IN NEW TOWN DESIGN 55 B. POPULATION LEVELS REQUIRED TO SUPPORT URBAN ACTIVITIES AND ACTIVITY CHARACTERISTICS 63 NOTES 72 GENERAL REFERENCES 73

4 IV LIST OF EXHIBITS AND TABLES Fgures Page. KANSAS CITY AREA SKETCH PLAN 3 2. CONCEPTUAL REGIONAL STRUCTURE CONCEPTUAL TOWN STRUCTURE 2 4. GENERAL SHAPE OF THE CORE AREA 4 5. THE NEIGHBORHOOD UNIT CONCEPT 6 6. GENERAL SHAPE AND STRUCTURE OF THE LIBERTY METRO TOWN 7 7. DEVELOPMENT PLAN 2 8. TRANSPORTATION PLAN METRO TOWN CORE AREA FUNCTIONAL ZONING METRO TOWN CORE AREA PEDESTRIAN CIRCULATION 42. METRO TOWN CORE AREA VEHICULAR CIRCULATION CORE AREA PLAN CORE AREA SECTIONS CORE AREA PERSPECTIVE CORE AREA MODEL (OVERALL VIEWS) CORE AREA MODEL (CLOSE-UP VIEWS) 5 7. RADBURN COMMUNITY COLUMBIA NEW TOWN COLUMBIA CONCEPTUAL PLANS HOOK NEW TOWN 6 2. DISTRICT OF BURNABY METRO TOWNS 62

5 Tables Page A. Populaton Projecton of the Proposed Metro Towns 0 B. Metropoltan Per Capta Floor Area Requrements for Selected Actvtes 46 C. Populaton Levels Requred to Support Urban Actvtes and Actvty Characterstcs 64

6 VI ACKNOWLEDGMENT The author wshes to take ths opportunty to express hs deepest apprecaton and acknowledgment to hs advsors, Assocate Professor Ray B. Wesenburger and Assstant Professor Claude A. Kethley from the Department of Regonal and Communty Plannng, and Dr. Amos T. Chang from the Department of Archtecture, for ther cooperaton and encouragement n the supervson of ths project. The author has also receved much helpful advce from Assocate Professor Gene F. Ernst from the Department of Archtecture, and for that he s grateful.

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8 CHAPTER I INTRODUCTION Statement of the Problems It s predcted the Kansas Cty metropoltan regon wll more than double by 990, and the most mportant queston s: where wll the people all lve and work? Very lttle vacant land s avalable wthn what s now consdered the urbanzed area. Wthout an extensve renewal program to re-use areas already developed, most development must occur on the perphery of the urbanzed area. The transportaton facltes now connectng the outer belt, those under constructon, and those beng planned have opened up new land for development. Ths s where the regon most lkely wll grow n the future. Land use maps ndcate a pattern of contnued spreadng of people, jobs, and servces. Ths pattern of development eats away valuable and rreplaceable open space. Such neffcent development puts undue demand on expandng utltes and servces whch n turn ncreases the tax on the land. There s no reason to beleve ths pattern of sprawl wll change unless steps are taken to reshape t. In 969, the Kansas Cty Metropoltan Plannng Commsson publshed A Sketch Plan It projected an addtonal mllon plus people by 990 and dscussed the fve ways ths large populaton would lkely develop.

9 . Concentrc rng development, selected as the most desrable pattern. 2. Lneal development. 3. Satellte development. 4. Radal corrdor. 5. Sprawl development. More of the same haphazard development of recent years. And there was one new suggeston: the Metro Center. The Metro Center concept envsons a seres of new towns or ctes wthn the Kansas Cty metropoltan regon (Fgure ). It s a bold dea that may reverse the trends that have brought so many ctes to the brnk of economc and ecologcal bankruptcy. Purpose of the Study The Metro Town concept has generated consderable nterest snce ts ntroducton n the Sketch Plan. And for ths reason, Md-Amerca Regonal Councl, a regonal plannng agency, has ntated several studes to obtan further detals on how the Metro Town concept would ft nto exstng patterns and how t would be desgned. It s the purpose of ths report to study the concept of Metro Town, and how t could be appled n ths regon. Scope of the Project The 990 Kansas Cty Metropoltan Sketch Plan proposes seven metro towns around the cty, whch are lnked wth a system of hghways and a rapd-transt to the Kansas Cty central busness dstrct and to one another as well as to the other sub centers of the regon (Fgure 2).

10 Kansas Cty Area Sketch Plan

11 3 O 3 CO co '5> o ft 3 a o oc o

12 In ths report, a physcal development plan for one of the seven metro towns n the area has been proposed. And further, a schematc physcal desgn has been appled to the town core area or central busness dstrct. It s necessary n ths pont to ndcate that ths proposal was not ntended to be a comprehensve and accurate desgn for a new town. As t s evdent, plannng and desgn process of any new town s very complcated n nature, and t requres a team of professonals n many felds to examne comprehensvely the socal, physcal, envronmental, poltcal, and economcal factors whch are nvolved n plannng and desgn of a cty. Ths urban desgn project could be consdered as a schematc physcal desgn proposal for the metro town. Regonal Objectves of the Metro Town As a soluton to present day problems of urban sprawl and neffcency, 2 the Metro Town concept has fve general objectves.. To nfluence future urban growth of the regon nto specfc pre-planned areas. 2. To lmt urban sprawl by dscouragng development outsde metro town areas. 3. To group regonal actvtes that support common servces such as parkng and publc transportaton and reduce the cost of publc utltes. 4. To provde greater convenence n the nterrelatons of urban actvtes. 5. To develop several specfc areas throughout the metropoltan regon contanng hgh densty resdental and actvty generators ncludng transt termnals as a framework for an urban mass transt system.

13 Notes. Metro-Center, A report by Metropoltan Plannng Commsson, Kansas Cty Regon, Oct. 97, p.. 2. Metro-Center, A report by Metropoltan Plannng Commsson, Kansas Cty Regon, Oct. 97, pp. 3-8.

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15 a I AFTER II THE METRO TOWN CONCEPT AND STRUCTURE Defnton and Concept Metro Town s bascally a satellte new town. A new town as defned by the Urban Land Insttute s a land development project havng an acreage suffcently large to encompass land use elements of resdence, busness and ndustry, whch, when developed, provde: ) opportuntes for lvng and workng wthn the communty; 2) a full spectrum of housng types and prce ranges; 3) permanent open space n passve and actve recreaton areas wth suffcent land on the perphery to protect the ndustry; 4) strong aesthetc controls; and 5) suffcent fnancng to provde money for ntal development needs. A more detaled defnton, slghtly paraphrased, has been gven by the advsory commsson on nter-governmental relatons:... A new town s an ndependent, relatvely self-contaned planned communty of a sze large enough to support a range of housng types and to provde economc opportunty wthn ts borders for the employment of ts resdents. It s large enough to support a balanced range of publc facltes and socal and cultural opportuntes. It s surrounded by a green belt of open space whch serves to relate t drectly to the surroundng countrysde and to lmt ts sze wthn a predetermned range regardng both populaton and area. Wthn reasonable lmts, the proportons of the total area to be used for ndustral, commercal, and resdental purposes, for publc facltes, and for open spaces are specfed durng the plannng process. The desred densty of populaton overall and ts relatonshp to open space are also ndcated. New towns are started on prevously undeveloped land and are bult by staged development over a perod of tme.^

16 Metro Town could be defned as an hghly effcent planned new town. Bult around a hgh actvty core area whch could be consdered as a regonal center where cultural, educatonal, medcal, fnancal, and other nsttutons, busnesses and government are tghtly clustered. The core area has accessblty to the regonal mass rapd transt and to the major arteral hghways, whch provde lnkage necessary for a total transportaton system that provdes access to regonal actvtes. Ams of the Metro Town The ams of the Metro Town could be outlned as follows: 3 The town should have an nherent structure that s easy to understand. The man elements of the plan should be arranged to assst n the desgn of the town as an entty. It should be compact wthout sacrfcng standards of open space. Urban character should be acheved. The town center should be the focal area of the town n socal, busness and ntellectual lfe. At least 50% of the populaton of the town should be wthn 5 mnutes walkng dstance, and the rest of the town wthn 5 or 20 mnutes drvng dstance from the core area of the town. An effcent system of roads and hghways should lnk all the communtes to the core area and regonal hghways. The Metro Town should provde an envronment whch wll maxmze the choce of housng accommodatons for ctzens of all ncome levels.

17 It should also provde adequate publc facltes, ncludng those needed for educaton, health, socal servces and recreaton. Use of prvate automoble for the purpose of crculaton should be mnmzed, especally for the hgh and medum densty resdental areas whch are n walkng dstance of the core area. The core area should be pedestran orented. The parkng and roads could be placed around or below the center so t would not nterfere wth pedestran crculaton. A system of pedestran streets should be provded wthn and between the resdental areas of the town. A system of open space should also be consdered for the Metro Town and t should be wthn easy access from all dfferent areas of the town. These open spaces could also be used to defne communtes, neghborhoods, and other areas of the town. New technologcal nnocatons for a better and more effcent system of transportaton, utltes and buldng constructon should be consdered. A thrd dmenson (vertcalty) should be added to land use and zonng n order to make better and more effcent use of land and actvtes. Locaton and Sze To determne the locaton and sze of these Metro Towns, the plannng staff of the Kansas Cty Metropoltan Plannng Commsson projected and added

18 0 the populaton for the next twenty years of geographc areas called orgndestnaton (0-D) zones around the proposed Metro Town core. The populaton 4 of each Metro Town area was forecast by fve years' ncrements (Table A). The populaton projecton ndcated that all the potental Metro Towns would have a populaton of 200,000 or more by the year 990. And ths fgure was chosen by the Metropoltan Plannng Commsson to be the desrable sze for these Metro Towns. Table A. Populaton Projecton of the Proposed Metro Towns. Metro Town Lee's Summt 53,53 77,634 2,880 5,78 20,473 Lberty 92,929 9,684 5,2 98, ,87 Independence 53,964 80,06 26,600 26,933 33,257 Platte County 50,963 77,243 2,643 57,098 22,30 Wyandotte 78,372 97,468 24,898 53, ,47 Olathe 70, , , , ,636 Red Brdge 72,059 23, ,639 38, ,554 Ste Consderatons For the purpose of ths study, one of the proposed Metro Towns was selected for detaled ste and desgn studes. The selected Metro Town s located northeast of Kansas Cty regon, near Lberty n Clay County, Mssour The town wll be named "Lberty Metro Town" (Fgure ). The ste s outlned by four regonal hghways. -35 and -435, already exstng, U.S. 7 By-pass and Mssour Route 52 are proposed n the Kansas Cty Regon Transportaton Plan The ste s predomnantly undeveloped at the present tme, and s

19 mostly used for agrcultural purposes. The exstng communty of Lberty s located n the south porton of the ste, and t has been ncluded as a resdental dstrct n the Metro Town Plan. The focal pont of the ste would be a lake created at Fshng Rver, a project whch has been proposed by authortes n Clay County. The Shape and Structure of the Town The general shape and structure of the town was based on two major factors: the concept and ams of the Metro Town, and the natural and man-made features of the ste (the natural features would be topography, rvers, lakes, woodlands, etc., and the man-made elements are major transportaton corrdors, the proposed lake, exstng communtes, etc.). The town has been structured bascally n concentrc form wth the core area n the center (Fgure 3). The dea of a centralzed town has been developed n order to reconcle the ams of coherence and compactness wth ample standards of open space functons, and n order to acheve a varety of resdental areas wthout dsntegratng the town. The central area, whch s the focal area of the town n socal, busness and ntellectual lfe s the culmnaton of the concept of coherence and compactness, and t n turn s surrounded by a belt of open space. The hgh densty and medum densty resdental areas surround the open space. The hgh densty areas wthn /2 mle walkng dstance and medum densty areas wthn one mle dstance from the core area, contan enough resdental populaton to support a hgh level of shoppng n the center. The shape of ths concentrated central dstrct s bascally determned by that of the core area t encloses. Ths area s outlned by major urban traffc corrdors, whch n turn defne ts edge.

20 2 o o 3 o (0 3a o oc < Ul a < o o n x oa a a < > w z a o - > t 0) 2 u Q D 5 Ul 5 I- to 2 Ul I o Ul 0) U 0) < Ul n 2 (0 to a j <a - 2 u 2 Ul a o 2 u u a o w X a a a < u j X a a a <

21 3 The core area of the Metro Town needs a form whch wll allow t to be accessble to the maxmum bumbcr of vehcles and pedestrans. At the same tme, ts attractveness as the town's man regular gatherng place and socal center wll largely depend on ts compactness and ntmacy. For ths reason as well as to be effcent as a shoppng center t should be contnuous. A lnear form has therefore been adopted for the central area as best meetng these needs. A greater populaton can surround a lnear core area wthn a gven dstance than s possble wthn a radal or other forms (Fgure 4). 7 Another reason nfluental n producng a predomnantly lnear center was the need to develop an effcent transportaton system wthn the core area. As t wll be dscussed n more detal later, the nternal publc transt wll serve the area best wthn a lnear form. The ndustral park was placed n the east sde of the town; ts poston gves easy access to the ralway, regonal hghways, and the town's major traffc corrdors. The concentrated central dstrct whch contans the core area, hgh and medum densty resdental areas, s surrounded by a belt whch has been planned for low densty resdental use. Ths area contans eght vllages whch account for about 50% of the Metro Town populaton. The present communty of Lberty wll consttute one of the vllages n the Metro Town. The neghborhood concept used n ths project s smlar to that of Clarence Sten's "The Neghborhood Unt Theory," whch has been used very successfully n many new towns n the Unted States and England. The neghborhoods are defned by ther center whch contans the elementary school, shops, some neghborhood level servces, local park and

22 4 TOWN CENTER general shape of the core area

23 . 5 playground. The man prncple of the concept s the /2 nle (0 mnutes) maxmum walk from the most dstant dwellng to the neghborhood center. A group of three or four neghborhoods are served by a vllage center whch contans larger commercal stores, offces, vllage hall, theatre, a mddle school, and recreatonal facltes. The radus for walkng dstance to the vllage center s about one mle (20 mnutes) walk (Fgure 5) All the vllage centers are n drect access to the town's major roads, and ths provdes a great accessblty between the centers and the town core area. All the vllage centers are wthn three mles' radus of the core area. All neghborhoods, vllages, and other dstrcts of the town are defned wth a system of open space whch runs contnuously through the Metro Town. The general shape and structure of the Lberty Metro Town s shown n Fgure 6.

24 6 a oo c o a o o o SP "5 a>

25 general shape and structure of the Lberty Metro Town 7

26 8 Notes. Urban Land Insttute 2. T. C. Peng and N. S. Verma, New Town Plannng Desgn and Development: Comprehensve Reference Materals, 97, pp The ams of the Metro Town outlned here were developed by the author of ths report. Some of them are smlar n general to the goals and objectves of the four new towns dscussed n Appendx A. 4. Metro-Center, a Report by Metropoltan Plannng Commsson Kansas Cty Regon, Oct. 97, p Regonal Plan, a Report by Metropoltan Plannng Commsson Kansas Cty Regon, January KCIA Development Plan, a jont plannng project of the Metropoltan Plannng Commsson, Kansas Cty Regon, and The Cty Development Dept. of Kansas Cty, Mssour, 970, p Kurt Rowland, The Shape of Towns, 966, p Brown Mller, Nel J. Pnney and Wllam S. Saslow, Innovatons n New Communtes, Appendxes D, pp. -7.

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28 9 CHAPTER III METRO TOWN DEVELOPMENT PLAN Introducton The Comprehensve Development Plan has probably been best defned by Gallon and Esner n ther book Urban Pattern. The Comprehensve Development Plan s a gude to orderly cty development to promote the health, safety, welfare, and convenence of the people of a communty. It organzes and coordnates the complex relatonshps between urban land uses. It charts a course for growth and change. It expresses the ams and ambtons of a communty, delneatng the form and character t seeks to acheve. It reflects the polces by whch these goals may be reached. It s responsve to approprate change and to mantan ts essental vtalty, s subject to contnual revew. It drects "The physcal development of the communty and ts envrons n relaton to ts socal and economc well-beng for the fulfllment of the rghtful common densty, accordng to a 'master plan' based on 'careful and comprehensve surveys and studes of present condtons and the prospects of the future growth of muncpalty, and embodyng scentfc teachngs and creatve experence. In a word, ths s an exercse of the state's nherent authorty, antedatng the consttuton tself, to have recourse to such measures as may serve the basc common moral and materal needs, plannng to ths end s as old as government tself - of the very essence of an ordered and cvlzed socety. In a smple term, t could be sad, The Development Plan of Metro Town, s a gudelne whch formulates the general form and physcal develop ment pattern of the town. It weaves together the goals, objectves and programs of Metro Town nto a physcal fabrc whch wll operate as a total communty.

29 20 Although there are several elements formng the Development Plan of Metro Town, only a few have mmedate physcal mplcatons on a large scale, and the scope of ths project s lmted to these. There are fve elements of Development Plan whch can be sad to be the key factors n determnng the physcal urban envronment. They are resdental development, multfunctonal centers, ndustral zones, transportaton and crculaton network and urban landscape system (Fgure 7). Ths chapter wll dscuss these fve elements of The Development Plan ndvdually and show how they work together to form the physcal urban envronment of ths town. Resdental Developments Ths element of the town s probably the most mportant one n the Development Plan because ths would account for approxmately 40 per cent of the total land (approxmately 7,000 acres) The resdental areas of the town have been generally dvded nto three zones, hgh, medum and low densty areas. The hgh densty resdental areas clustered around the town core area and gradually decrease to a medum densty and fnally to a low densty belt. The neghborhood prncple of urban desgn s used as the bass of the physcal arrangements of housng, streets and publc servces n low and medum densty zones. The hgh densty zones, because of ther very close proxmty are desgned as an ntegral part of the core area. - The Hgh Densty Resdental Zone Ths s an area around the town's core area wth a belt of green open space separatng the two. Most unts n ths area are wthn one half mle

30 2 DEVELOPMENT PLAN ca TOWN CINTIR OP«N IPACI ^^^k COMMUNITY C«NT B VAYa

31 22 or ten mnutes walkng dstance of the core area. Ths resdental zone would account for twenty per cent (40,000) of the total populaton of the town. Ths area would have a character of a resdental habtat, wth small man-made mountans, stacked houses and garden terraces, overgrown from roof to roof wth a prvate garden landscape. There are also several clusters of hgh-rse structures (ten to twenty floors hgh) located n strategc locatons, whch consst manly of small apartments sutable for young marred couples, bachelors and elderly people, and they could very well act as landmarks and focal ponts for functonal orentaton. The resdental densty of ths zone s proposed to be around one hundred and ffty persons per acre (exclusve of roads, pedestran streets and publc open space). 2 - The Medum Densty Resdental Zone Ths element of the town accounts for about thrty per cent (60,000) of the Metro Town populaton. Ths zone wll represent an average cross secton of the housng development, and thus the average famly sze would 2 be that of the natonal average, of approxmately 3. persons. Development could take the full range of conventonal resdental forms from two or three story apartment houses to row houses, duplexes, four-plexes, garden apartments, townhouses and others. The net resdental densty s proposed to be around seventy persons per acre. The neghborhood unts proposed n ths zone are smlar n concept to those proposed n the medum densty resdental zones of the Dear-Lake 3 Metro Town n the Dstrct of Burnaby Canada, (see Appendx A). The neghborhoods are bascally n lnear form, approxmately one mle long by one

32 23 half mle wde. A pedestran man street runnng along the center of the rectangular shape s the mmedate focus of the resdental area. And by placng the communty buldngs such as the elementary school, shops, churches, lbrares, etc. on ths pedestran man street, t would make t truly a socally and vsually coherent envronment. A collector street loops around each neghborhood whch drects all the local traffc to an arteral street. So the neghborhoods are generally pedestran orented wth all the nternal walkways gong nward to the pedestran man street and the vehcular crculatons from all the neghborhood parkng lots or structures gong outwards to the collector loop. 3 - The Low Densty Resdental Zone Ths zone whch generally accommodates the sngle famly housng would contan about ffty per cent (00,000) of the Metro Town populaton. The net resdental densty for ths zone s chosen to be around eghteen 4 persons per acre of land. Assumng an average of 3.6 persons per famly, t would make t fve dwellng unts per acre, whch s an deal densty for ths type of housng development. The neghborhood prncple of urban desgn, whch s both pleasant and emnently practcal, has been mantaned throughout ths zone. The major characterstcs of the neghborhood prncple used n ths zone are that the elementary school along wth some neghborhood commercal and busness facltes provdes a natural focal pont n resdental area, and the attendant neghborhood can be accommodated wthn approxmately one half mle radus (ten mnutes' walk). Wthn such an area, a suffcent number of dwellng unts can be accommodated (approxmately 4,000 people) to sustan and support

33 24 the school populaton and a local shoppng center (sec Appendx B) A major collector street loops around each neghborhood and collects the local traffc from the cul-de-sac roads. A network of pedestran streets provde an easy access from most dwellngs to the neghborhood center, whch n turn s connected to a major arteral street by a servce road, thus an easy and more effcent access to the publc transt. Three neghborhoods are grouped nto a vllage whose focal pont s a commercal and busness center along wth a mddle school and some communty level cultural and recreatonal facltes. The vllage center whch has a drect access to the neghborhood collector streets and to a major town arteral s wthn one mle (twenty mnutes' walk) of most dwellngs n the communty. A belt of open space around the vllage center, would provde an deal place for some outdoor sports and recreatonal actvtes. Vllage centers are located wth respect to access to the town core area and other vllage centers, and to natural features of the terran. It s planned that the vllage nsttutons and center facltes wll be of suffcent nterest and dversty one from the other that a large degree of nterchange between vllages wll take place. Multfunctonal Urban Centers These components of the Metro Town are major centers of all actvtes n the communtes and the town, and they have been the key elements n formng the structure of the Metro Town. Combnaton of a large number of urban functons and actvtes wthn one physcal framework s consdered here as a multfunctonal center. These centers not only functon as a shoppng center but busness, recreaton, educaton, etc. Ths would make t truly a "People's Place," a place where

34 25 a cross-mxture of people (old, young, blue collar and whte collar workers, poor and rch) can meet and nteract. Locaton of these centers also provdes a maxmum accessblty for the populaton they serve. The Neghborhood Center, the Vllage Center and the Metro Town Core Area are the three categores of multfunctonal urban centers that are proposed for ths Metro Town, and n the followng they wll be brefly dscussed. - The Neghborhood Center Ths s the smallest multfunctonal center n the town, and t s located n the central part of the neghborhood. It servces a populaton of 4,000, wthn a one half mle radus. Its major functons are: essental day-to-day retal stores (supermarket, drug store, varety store, small hardware store, etc.), personal servces (beauty shop, barbershop, cleaners and con laundres), elementary school, day-care center, restaurant and coffeeshops, recreaton facltes (swmmng, tenns, handball, basketball, playground, playfeld, etc.), parkng facltes and a communty room. 2 - The Vllage Center The Vllage Center s larger than the Neghborhood Center, and t also extends the functon of t. They generally serve three neghborhoods (there s one vllage center n the Metro Town whch serves two neghborhoods, and another one whch serves four), or about twelve thousand people wthn a one mle radus. Other components of the center could be outlned as: medcal facltes, fre and polce departments, communty rooms and offces, vllage hall, servce statons, mddle school, teenage center, junor department stores, bank, lbrary, some general offces and a gymnasum.

35 The Metro Town Core Area Ths s the largest multfunctonal center of the Metro Town. It s prmarly desgned to serve the populaton of the Metro Town but snce t s consdered as a regonal center, t may provde some servces for the neghborng communtes. Ths element of town wll be dscussed n more detal n Chapter IV. Transportaton and Crculaton System Of all the elements of the Development Plan, transportaton and crculaton systems have been the most mportant n structurng the plan. It has also establshed the skeleton for most other systems. The man prncple used n plannng the Metro Town's Transportaton and Crculaton System has been to lmt the use of prvate automobles and to develop a desgn that encourages more walkng. In a study conducted n the New Town of Reston, Va., t has been noted that the need for other transportaton facltes can be cut n half or more by provdng pedes tranways that convenently lnk resdental areas wth socal, cultural and recreatonal areas. In general t could be sad that the crculaton n the town conssts of two envronments, walkng and drvng, both desgned for man, but one beng used by man aded by machne. The drvng envronment s desgned for a man n a vehcle at speeds of thrty mles per hour and above; the other s the envronment of the pedestran at speeds of three mles per hour and below. The drver of a motor vehcle sees, feels, and comprehends dfferent thngs to the pedestran, and equally mportant does not sense many thngs that the pedestran experences.

36 27 Both the vehcular and pedestran systems are equally mportant and they should both be planned and desgned as an ntegral part of one another n order to acheve an effcent transportaton and crculaton system for the Metro Town. - Vehcular Crculaton System Vehcular crculaton system of the Lberty Metro Town has been based on a herarchcal sequence. The total traffc system s dvded nto subsystems, and the subsystems ordered nto categores of hgher and lower volume and speed. Anyone subsystem s supposed to connect only wth sub-systems one or two categores above or below (Fgure 8). The vehcular crculaton pattern of the Metro Town conssts of the followng categores of sub -systems: I - The regonal corrdors (heavy volume, fast-movng, regonal traffc) II - The town corrdors (heavy volume, fast-movng, nternal traffc) III - The local arterals (fast-movng, medum volume, shortrange through- traffc) IV - The resdental collectors (slow -movng, medum volume, destnaton traffc) V - Commercal parkng and loadng areas (extremely slow, large volume destnaton traffc) VI - Local streets or resdental cul-de-sacs (extremely slow, medum volume destnaton traffc) Four regonal hghways passng through the town area provde access between the Lberty Metro Town and other regonal centers n the Kansas Cty

37 28 LTU^U 8 TRANSPORTATION o PLAN

38 29 Metropoltan area (hghway -35 and -435 already exstng U.S. 7 by-pass and Mssour Route 52 are proposed). The town corrdors are the major through traffc hghways whch pass by and connect most of the traffc generator centers (Town Core Area, Vllage Centers, Industral Park, Regonal Parks, etc.) to one another and to the regonal corrdors. Ths schematc major road plan can also be nterpreted as consstng of one system whch carres the man freght traffc (categores I and II), and another system whch carres the bulk of the car traffc (categores III, IV, V, VI). Ths shows that on qute a number of roads, freght traffc has been separated from other forms of traffc. A complete and clear separaton between vehcular and pedestran crculaton has been planned to acheve a safe and effcent system of crculaton n the Metro Town. Separaton by levels (underpass, overpass) whch s the most desrable method has been used wherever necessary and possble. Three types of parkng have been proposed for the Metro Town. In the Core Area and the Hgh Densty Resdental Zone where as much space as possble s needed for play areas and pedestran access, the garages are ether under buldngs or bult over, wth the roofs used for publc uses. In the Medum Densty Resdental Zone, the majorty of permanent and vstor parkng spaces wll take the form of surface garage groups, whch are located wthn easy access to housng clusters. And n the Low Densty Resdental Zone, each dwellng has ts own prvate parkng space, preferably ncluded n the desgn of the house. 2 - Publc Transportaton Systems One of the major goals of the Metro Town concept s to provde an

39 30 urban lfestyle by makng the assets of the cty avalable to all wthout commttng them to the responsbltes of prvate automoble. An effcent publc transportaton system s the only means of transformng urban slands nto a total urban system. Two knds of publc transporaton are needed n the Lberty Metro Town. One s an nternal, whch should be an ntegral part of the layout of the urban nodes. The other s metropoltan-wde and s needed to gve each resdence full access to the Kansas Cty Metropoltan area. A system of rapd transt has been proposed for the Kansas Cty regon by the Md-Amerca Regonal Councl, whch connects all the major centers of the regon. Ths rapd transt s proposed to go through the Lberty Metro Town along the major transportaton corrdors, and four statons, approxmately three mles apart are placed n accessble locatons along ths lne (one n the Core Area), whch serves the Metro Town communty (see Fgure 8). The nternal needs of publc transportaton could be accommodated by two systems: A rapd bus system, whch provdes access between the major centers of the town (Vllage Center, the Town Core Area, Industral Park, etc.), and a dal-a-rde system, to serve the lower densty areas. 7 Dal-a-rde system, whch s desgned and proposed by the urban systems laboratory at the Massachusetts Insttute of Technology, s a door to door demand-actvated system that s programmed for computer. Small buses would follow flexble routng nstructons radoed to the drver from a computerzed central schedulng pont. Anyone desrng to go from pont A to pont B could phone hs orgn and destnaton nto the computer, and the computer would notfy the closest bus gong nto that general drecton to pck up the person and take hm where he desres.

40 3 3 - Pedestran Crculaton System Pedestran access, as t was mentoned before, should be a crculaton system n ts own rght, equal to the car systems and publc transportaton. If t becomes workable t wll also take some of the load off the traffc on the streets. To make walkng a logcal alternatve, certan standards have to be consdered. To make an urban system pedestran orented, all major layout dmensons should be determned by walkng dstance parameters. All ncdental desgn should attempt to acheve a hgh level of percepton. Attenton should be gven to detal, to change n elevaton, to a balance of open space and enclosed spaces, to the comfort and safety of people walkng, to a feelng of purpose and partcpaton, and wthout the ntruson of automobles. Walkng, and the way to make people walk, s a queston of mood. For pedestran movement to really take place, the mood has to be desgned nto all areas of the town. Not ndvdual buldngs, but whole sectons of townscape should be desgned wth ths n mnd. The desgnng of pedestran spaces s not just a functonal necessty, t s envronmental desgn at ts most human level. The Lberty Metro Town s bascally desgned as a pedestran orented town. The access dstance of /2 mle (0 mnutes' walk) whch has been used n many new towns as a reasonable walkng dstance for most people, was appled g n the Metro-Town desgn. Lke the car systems, the pedestran system breaks down nto varous categores, each wth a dfferent feelng, servng dfferent functons and flowng from one to the other n a contnuous network. They range from the sem -prvate outdoor spaces (walkways and play spaces) to the pedestran man streets (focal pont of housng clusters), to the pedestran malls (sem-closed

41 32 spaces n the multfunctonal centers), and to the tral system whch generally follows the green open space network throughout the town. Urban Landscape System Urban Landscape System should be seen and treated as an essental part of plannng process for urban development. Urban landscape or open space s a vtal element n our envronment. It performs necessary and postve functons such as provdng recreaton opportuntes for people and protectng physcal resources lke water, ar, sol, plants, and anmals. In general the Urban Landscape System should be planned to complement the natural features (topography, lakes, etc.) and the bult-up areas of the town. And t should be a connector of actvtes rather than a dsjonted collecton of dspersed green spaces. The Landscape System has been desgned to create a contnuous green space n the Metro Town. It s structured nto varous landscape types, rangng from the hard edged planter type landscape n the multfunctonal centers, to the boulevard type n the pedestran man streets, to the green lnear spaces around the neghborhoods, vllages, and along the major roads, and from there to the town's major parks. The system attempts to pull the whole town together wth a free flowng contnuous network of green spaces, parks and trals n whch people can move freely, and n the process arrve at logcal destnatons. These destnatons would be the bank of the rvers and creeks, the lakes, recreatonal and sport felds, major parks, and other neghborhoods n the Metro Town. The green space network contans only the slow movng traffc (people, bcycles, horses, etc.) so t should only connect wth the pedestran ways, trals, brdle paths, etc. All others should cross at separated levels.

42 33 Industral Centers Industral locaton s a functon of accessblty for delvery and shpment, floor area necessary for the type of actvty, and the relatonshp of the actvty to surroundng land uses. A group of four ndustral parks, clustered together are located to the east of the Metro Town; ts poston gves easy access to the ralway (Burlngton Northern), three regonal hghways (-35, -69, and U.S. 7 by-pass), and the town's major corrdors.

43 34 Notes:. Gallon and Esner, The Urban Pattern, 963, p Census of Populaton: Populaton and Housng Characterstcs for the Unted States, by State - Supplementary Report, U.S. Dept. of Commerce. Bureau of the Census, p The Plannng Department of the Dstrct of Burnaby B.C. Canada, The Urban Structure, 97, p Joseph De Chara Lee Koppelman, Plannng Desgn Crtera, 969, p James Baley, New Town n Amerca: The Desgn and Development Process, 973, p Rapd Transt for Kansas Cty, a report by Md-Amerca Regonal Councl, Kansas Cty Regon, Brown Mller, Nel J. Pnney, Wllam S. Saslow, Innovaton n New Communtes, 972, pp T. M. Cartsons, "Ten Mnutes Town," Landscape Archtecture, Oct. 966, pp

44 EH

45 35 CHAPTER IV TOWN CORE AREA Requrements of the Core Area The Town Core Area (central busness dstrct-downtown) s the chef admnstratve, busness, entertanment and cultural center of the town as a whole. As an admnstratve center t s the meetng-place of the cty leaders and the work-place of local government and other offcals, and for these purposes requres buldngs such as the Cty Hall, Court House, offces for government departments, Polce staton, and Man Post Offce. As a busness center t s a place where the town people go to buy luxury or hgh-cost goods, to search for a bargan, or to obtan a wder choce than can be found n the neghborhoods. As a busness center t s the home of commercal and professonal frms, and for the wholesale dstrbutors supplyng the shops wth goods. It contans every knd of commercal space, from large departmental stores to the small ntmate shops sellng luxury artcles; and all knds of offce and warehouse buldngs, from mult -story offce blocks used by bg corporatons to the small prvate offces used by ndvduals As an entertanment and cultural center t s the place where the ctzen goes to watch a play or to see moves; where he should be able to lsten to serous musc; to vst exhbtons of arts and crafts; to read or borrow books; to dance; or to eat good food. It s the place where dfferent groups wth partcular nterests meet to pursue these nterests, (the musc

46 36 club, the Chamber of Commerce, etc.)* Buldngs approprate to t are the play house, move theatre, concert hall; museum, art gallery and lbrary; restaurants, nght clubs, coffee houses, and all the mscellaneous halls, and rooms offcally known as "places of publc assembly." Fnally the Core Area s a meetng place for the populaton as a whole, n whch such actvtes as conventons, poltcal ralles, parades, and the celebraton of mportant annversares take place. Thus large spaces such as a cvc square, an audtorum and possbly an amphtheater should be provded. The Core Area, because of the unque concept of Metro Town, s used very ntensvely by the populaton. Thus t should be truly a "people's place" wth the physcal and spatal elements arranged n a way to create an envronment whch s essentally humane and convenent to use. In the feld of envronmental desgn, form s a functon of appearance, and appearance s a functon of the vewer's percepton. Thus n order to get some deas of how such an urban place should be arranged t s necessary to study and fnd how people would generally perceve such an envronment. Several general perceptual crtera have been summarzed by Mr. Kevn Lynch, a well-known envronmental desgner.. Sensatons should be wthn the range of comfort, and not nterfere wth the actvtes that people wsh to pursue: not too hot, nosy, brght, cold, slent, loaded or empty of nformaton, too steep, drty, or clean. Clmate, nose, polluton, and the level of vsual nput are perhaps the most crtcal factors. 2. Wthn ths range of toleraton, a dversty of sensaton and settng wll gve the nhabtant a choce of envronment he prefers, and correspond to hs pleasure n varety and change. 2

47 37 3. Places n the envronment should not only be dverse, but have a clear perceptual dentty: recognzable, memorable, vvd. Ths qualty of dentty, or a "sense of place," s the corner stone of a handsome and meanngful envronment. Wthout t an observer can not make sense of hs world, snce he can not dstngush or remember ts parts. 4. These dentfable parts should be so arranged that a normal observer can mentally relate them to one another, and understand ther pattern n tme and space. Ths s not a unversal rule, snce there are occasons when t s desrable that parts of the envronment be hdden, mysterous, or ambguous. But at least the general framework of a lvng space, and the lnkages between ts publc places, must be legble - n the street and n the memory. 5. The envronment should be perceved as meanngful. That s, not only should ts vsble and dentfable parts be related to each other n tme and space, but they should seem to be related to other aspects of lfe: the natural ste and ts ecology, functonal actvty, socal structure, economc and poltcal patterns, human values and aspratons, even to ndvdual dosyncrases and character. Wth these general conceptual factors as a gudelne, along wth a hypothetcal program arranged to satsfy the general concepts and ams of the Metro Town, a schematc desgn has been proposed for the Core Area. The physcal plannng or desgn of the Core Area was treated as a system desgn wth three sub-systems of "Patterns of Actvty," "Patterns of Crculaton," and "Physcal Form" as parts of the whole. The parts were approached ndependently n the begnnng and gradually were bult nto a total desgn. Patterns of Actvty For the purpose of plannng the Core Area, the varous functons and actvtes were dvded nto fve broad groups: the shoppng center, offces, entertanment, wholesale and warehouses, and cvc center. The zones are

48 38 not exclusve n functon, and n order to create dversty n use and appearance whch s essental to a lvely center, some overlappng of functons has been provded. For example, the shoppng areas have been penetrated nto the entertanment zone whle the cvc center and church buldngs are scattered over the whole area. Fgure 9 shows the general pattern of actvtes or functonal zonng of the Lberty Metro Town. The success of the Core Area s largely dependent on how well t functons as a shoppng mall. Ths s one of the factors as t was mentoned before that leads to a lnear contnuous form, whch s placed n the center supermposed over the man road and parkng. Ths way t approprately functons as a magnet. Cars, trucks and buses can drve straght nto the Core Area and park drectly underneath ther destnatons. The contnuous shoppng zone, by tself, has been dvded nto several dstnct areas wth specal characterstcs. The man shoppng street, whch runs east and west, contans all knds of shops and s the focal pont of commercal and busness actvtes. At both ends, major department stores and other major shops act as magnets. Two market places consstng of small ntmate stores, sellng manly fresh foods and other convenence goods are placed at the ntersecton of the major pedestran streets comng nto the Core Area from the resdental zones. Also a seres of covered malls, runnng perpendcular to the man shoppng street, provde shoppng spaces wth a more controlled envronmental condton. The cvc center (contanng such actvtes and buldngs as the Cty Hall, government offces, lbrary, transportaton center, conventon hall, and cultural centers) and the entertanment center (wth actvtes

49 39 SPECIAL EDUCATION * HOTEL HOTELS ITY HALL CULTURAL CENTER CONVENTION CEN TRANSIT TERMINAL HOTEL ECUMENICAL f MEDICAL FACILITIES Metro Town core area functonal zonng E : : : : : : : : : %y^ : : : OFFICES : :j retal stores t^ffco^ ENTERTAINMENT lllllllllll C.VIC CENTER IllH WHOLESALES & WARHOUSES

50 40 such as nght clubs, restaurants, etc.) are placed as secondary axes perpendcular to the man street. Thus the ntersecton of ths axes wth the man street becomes a major crculaton focal pont and a domnant space n the Core Area. Therefore, these ntersectons are desgned as town squares. Commercal and prvate offces are generally planned to overlap shoppng zones; thus most of the offces are supermposed above the shops on the man street. The exceptons to ths are two offce buldngs n the medcal center, used for the actvtes related to that professon, and offce buldngs n the wholesale and warehouse zones, whch are used by some commercal frms drectly related to these actvtes. The wholesale and warehouse actvtes, because of ther specal requrements (large floor spaces and drect access to freght servce), are separated from other busness actvtes and have been placed close to the department stores and other large shops at east and west ends of the Core Area. Other specal zones n the Core Area are the health and medcal facltes, placed at the north-west corner; the specal educaton facltes, grouped n a small campus; and hotels, whch are scattered around the cvc center zone. Patterns of Crculaton The crculaton n the Core Area has been dvded nto two general types: Pedestran and Vehcular movements. Complete vertcal segregaton of pedestrans and vehcles has been acheved by proposng a mult-level core area, n whch the top platform s used exclusvely by pedestrans, and the lower platform by vehcles.

51 4 The top platform s connected drectly to several pedestran man streets whch pass through the green open space around the Core Area, and lnk the resdental zones to the Core Area. The man shoppng street n the center of the top deck s the prmary pedestran magnet, wth the secondary pedestran street connectng t to the Core Area entrances (see Fgure 0) The pedestran network n the Core Area, whch s an ntegral part of the overall pedestran system n the Metro Town, s desgned as a three dmensonal pattern as well. A seres of escalators, elevators and elevated walkways connect the major actvty areas to the man pedestran platform as well as to one another. An nternal system of ral transt has been proposed n the Core Area, whch runs above the man deck n the major shoppng street, and acts as a fast and convenent people mover between the actvty nodes of the area (see Fgure 0) The desgn of the nternal road system recognzes the dstncton between the transport of people and of goods. Each has ts own requrements, whch are dfferent from each other. Thus a two level road, one for the crculaton of cars and buses, and the other, n the lower deck, for the freght and servce vehcles, has been proposed under the man platform n the Core Area. The servce road has an easy access to the dockng areas whch are lnked to the top deck wth a number of servce elevators. The automoble road, whose man functon s to crculate prvate automobles and publc transport, has access to the parkng areas, and the entrances to some of the buldngs n that level. A hghway loop whch s connected to the town's radal corrdors,

52 PEDESTRIAN MAIN PRIMARY ACCESS THE CORE AR MAJOR PEDESTRIAN CIRCULATION PARKING STRUCTU PEOPLE MOVER Town Metro pedestran core area crculaton

53 43 crculates around the Core Area, and functons as prmary dstrbutor. The loop road, n most nstances, runs through the open green space around the Core Area, wth the pedestran streets brdged over them (see Fgure ) Two types of parkng have been provded for n the Core Area: short and long perod parkng. For long perod parkng, whch would mostly be used by offce workers, four parkng structures have been provded outsde the nner loop, supermposed over the town's radal traffc corrdors. Provson of these parkng structures outsde the loop road would decrease the traffc load n the nner roads. The short perod parkng spaces, whch are manly used for shoppng, are placed under the man pedestran deck. These parkng spaces are not contnuous but are formed n one or two levels, under the major actvty areas, and have easy access to the Core Area nner roads. Physcal Form The Core Area of the Lberty Metro Town s about one mle long and averages one quarter mle n wdth. It extends n an east-westerly drecton wth a slght bend to the north toward the lake, wth most of the surroundng resdental areas lookng down nto t. Ths would permt a drect and easy flow of pedestrans from the hgh and medum densty resdental areas to the deck of the Core Area. The Core Area was bascally desgned as a compact, mult-level center, wth the man deck for pedestrans and the lower decks for automoble crculaton and parkng. Wth the excluson of traffc from the man level, t was possble to form a seres of urban spaces each of whch s desgned to be n character wth ts partcular functon.

54 PRIMARY PARKINS STRUCTURES r 44 CORE AREA LOOP 4T! Jar \^ LOADING S \rarkingv^jg*-\ p- TOWN 0=0 gbs{gp CORRIDORS fc_j ARTERIALS I 77^ /, / / ^c /. V «7 Jffj / oo ^,,! / / / / / 0=0 j II x ^/jgmmlmmt^ L_= S ^ PEDESTRIAN CROSSING Metro Town core area vehcular crculaton

55 3 45 The proposed desgn was ntended to gve the Core Area a specal domnant character and make t the vsual focus of the town. A desgn concept of totalty was appled n structurng the Core Area to acheve an urban form and character, whch s most essental to the concept of Metro Town. The Core Area, as a totalty, has a fabrc provded by ntegratng the masses of buldngs and spaces between them to create a vsual, physcal and specal contnuty. In general, three dstnct axes form the physcal and spatal character of the Core Area. A longtudnal axs, n the center of the man deck, consstng of a seres of contnuous nterrelated spaces wth masses of commercal and offce buldngs around them, gradually steppng down outward, forms the focal area of the core. Ths area s the hub of all actvtes and crculaton n the Core Area. A secondary axs, devoted to actvtes related to entertanment, runs perpendcular to the longtudnal axs. The physcal and spatal elements n ths area are treated wth smaller and more humane scale, to create a frendly and ntmate envronment whch s essental for entertanment actvtes. Another axs, also perpendcular and secondary to the man axs, was planned to contan cvc and government actvtes, whch should have ther own specal mageablty. Government centers at any scale have two requrements: ther forms must regster as symbols of government functons; they must be located and arranged so as to be part of ther envrons. The cvc center was desgned symmetrcally wth more formal arrangements of buldngs and spaces than the rest of the Core Area, to gve t a conceptual dentty smlar to that of governmental functons.

56 46 The ntersectons of these two axes and the longtudnal axs forms the two town squares whch serve several functons. They provde a vsual focus and pont of emphass, and a meetng place at the heart of the Core Area. The green open space around the edge gves the Core Area defnton and legblty. Wth the totalty of form appled n desgn, a sculptural effect s created, whch magnfes the urban character of the Core Area n the eyes of the people approachng t from outsde. Contrary to the apparent massve scale of the Core Area as vewed from outsde, a human scale of masses and spaces at ground level wth penetratons to upper and lower levels has been provded to create an envronment whch s essentally humane and convenent n use. For the purpose of the desgn, floor area requrements for the major actvtes n the Core Area were developed accordng to the Table B, whch appears n an artcle by Mr. Larry Smth n the Amercan Insttute of 7 Planners Journal. It s mportant to menton here that these fgures are not necessarly deal ones for Metro-Towns, but were merely used as gudes to obtan floor area requrements for certan major actvtes. FLOOR AREA PER CAPITA (SQUARE FEET) RETAIL 20 to 55 OFFICE 2 to 5 PARKING (ON THE GROUND OR IN STRUCTURES) 4 to 6 PUBLIC AND QUASI-PUBLIC 2 to 7 WHOLESALE WAREHOUSES 5 to 5 (TABLE - B) - Metropoltan per capta floor area requrements for selected actvtes.

57 ! '^ > 47 u < '. 2 CORE AREA PLAN LIBERTY METRO TOWN MISSOURI BEHROOZ SHAMS, K.S.U., 974

58 48 «/) a z D (0 o n U * LU CO 2 h «D M K < M < Z LU 0* a h < 2 N ookz HI ^t^ tr LU > 0* II U O ID u J a CO d

59 49 'J* uu > hū w uj o a h u O 3

60 Fgure 5 - Core Area Model (overall vews) 50

61 Fgure 6 - Core Area Model (close-up vews) 5

62 52 Notes:. For a more complete Table of servce components n the town Core Area whch supports a populaton of 200,000, refer to the Tables n Appendx B 2. Kevn Lynch, "Cty Desgn and Cty Appearance," Prncples and Practce of Urban Plannng, Muncpal Management Seres, 968, pp Paul D. Spreregen, The Archtecture of Towns and Ctes, 965, p Larry Smth, "Space for the CBD's Functon," Amercan Insttute of Planners Journal, February, 96, p. 37.

63 . 53 CONCLUDING RE MARKS The Metro Town proposed n ths project s a unque concept n new town desgn. The concept was formulated to deal wth some of the neffcences and problems presently dentfable n our urban envronments. Problems such as urban sprawl, neffcent use of land n the ctes, poor qualty of lvng envronment, lack of green open space, nadequate means of crculaton and accessblty, etc. have been generally responsble for our urban crss The Metro Town concept calls for a hghly effcent, compact, and self supportng satellte town, whch offers to ts resdents an envronment whch s humane n character and convenent n use. The plan defnes dstnct areas for home, work, and play. It proposes a system of landscape whch runs contnuously throughout the town and defnes the elements of the urban area. In ts arrangement of housng, schools, shoppng and recreaton facltes t sketches out a socal pattern, and t determnes effcent pedestran ways and road networks. Industry s planned adjacent to the ralroads wthn easy access to regonal hghways; housng s arranged n dstnct neghborhoods wth ther own shoppng and socal servces; the town Core Area wth ts busness, entertanment and cvc groups s placed as a focal of desgn. In concluson, ths project should be consdered as a conceptual study of the physcal plannng and desgn of the Metro Town. It s by no means complete or comprehensve. It could be used as a gudelne for further and more detaled studes.

64 APPENDIXES 54

65 55 APPENDIX A - A REVIEW OF FOUR CASE STUDIES IN NF.W TOWN DESIGN Ths chapter revews four of the more sgnfcant examples of new communtes, whch have been nfluental n establshng the plannng and programng of the Metro Town project. RADBURN, NEW JERSEY (Fgure 7) The communty of Radburn n New Jersey was desgned n 923 by Clarence S. Sten and Henry Wrght. Ths was the frst attempt to brng the Ebenezer Howard garden cty concepts to the Unted States, and t opened a new era n Amercan cty plannng. The plan utlzes super blocks nstead of conventonal rectangular blocks. The roads are planned for sngle uses: servce lanes for drect access to buldngs, collector roads around the super blocks, and arteral roads and express hghways for through traffc. There s a complete separaton of pedestran and automobles. Large open spaces n the center of the super blocks, on whch the houses face, are joned together by pathways to form a contnuous park. The elementary school s the center of each unt and wthn a one-half mle radus of all resdents n the neghborhood. A small shoppng center for daly needs s located near the school. A groupng of three neghborhood or super blocks served by a hgh school and one or two major commercal centers form a communty. COLUMBIA, MARYLAND 2 (Fgures 8 and 9) The New Town of Columba whch was desgned n 963, develops further the neghborhood prncples of Clarence Sten wthn the overall plannng

66 56 context of the entre new communty. The plan s desgned to accommodate some 0,000 resdents when Columba s completed n 98. It contans seven vllages clustered around a downtown core, each consstng of three or more dstnctve neghborhoods and a vllage center for shoppng and communty actvtes. The 2,600 acres set asde for ndustral use are expected to provde employment for some 3,500 persons n lght manufacturng and research and development. The downtown s planned as a regonal center servng a populaton of some 250,000 for shoppng, educatonal, health, cultural, and recreatonal needs. All of the vllages, and some of the employment centers are lnked together and to the town center by a transt system of small buses operatng on ther own roadways HOOK, HAMPSHIRE, ENGLAND 3 (Fgure 20) The desgn of the Hook New Town was proposed n 956 by the Greater London Councl. Although ths town was never bult, ts plan reveals a new level of maturty n new- towns plannng. The Hook New Town was desgned as a hghly compact cty, wth nearly all of ts 00,000 nhabtants wthn easy walkng dstance of the town center and ndustral locatons. For ths reason the dea of developng neghborhood unts was largely abandoned and hgher densty housngs were ntegrated wth the town center. Because of predcted rse n car-ownershp at the tme, t was necessary to provde a substantal road system, leadng to the dea of a herarchy of roads (a further development of the deas of Le Corbuser and Abercrombe), and a complete pedestran/vehcle segregaton to acheve a safe and satsfyng envronment n the town.

67 57 METRO TOWNS IN THE DISTRICT OF BURNABY, CANADA 4 (Fgure 2) The plannng department of the Dstrct of Burnaby B.C. Canada ntated a study n 97, whch dealt wth long-range polces whch affect the physcal structure of the urban area. In the study a seres of so-called Metro Towns were proposed for the Burnaby dstrct n the future. The concept of these metro towns n Burnaby are n general smlar to that of the Hook New Town. These towns are approxmately one mle wde by three mles long. Each s planned to contan 00,000 people. These Metro Towns were proposed wth a compact multfunctonal core area, centrally located, wth the hgh densty resdental zone formng a belt of buldng around t. The nsde of ths belt s desgned as an ntegral part of the commercal center, ts shops, offces, and nsttutonal buldngs. A number of hgh rse apartment buldngs are located around the central area and at the key ponts of the plan. The rest of the town s planned for medum densty resdental use. The wdth of the contnuously bult-up belt of resdental areas around the town center s restrcted to one-half mle. So wthn ths belt t would take ten mnutes at the most to walk ether nwards to shop n the central area, or outwards to open space through a contnuous urban landscape. All the major regonal traffc corrdors are placed along the outsde of the town. The central corrdor, whch passes under the town center, provdes access between the regonal corrdors and the town center.

68 58.,.>/'. : - resdental open space commercal ndustral nsttutonal water road ralroad ralroad staton scale: 4 nches = % mle Radburn Communty

69 ' ' Columba New Town

70 60 -foe Town &/f> KouT El»B0>t.H09C> ± \000 PC5f tse-k- J>LA\ F6U> **»- <u? - «^r^r^^- Vllage " "fls'^he Oft HOOD Coop N l6hfo*-hoop Columba conceptual plans

71 6 V ZX - :[ KEY: I ' CBlral area Homng p p d p p. a p P a. 5. Spoo.l homng 6. Industry 7. S<xon<J ary school 8. Prmary ' chool! 9. Open *pace 0. \W«odland. Lulrt 2. Cemetery 3. Helport 4. Hosptal *et?*. -j m es. > Hook New Town

72 ItllE gllffgpgl -nr Dstrct of Burnaby metro towns

73 63 APPENDIX D - POPULATION LEVELS REQUIRED TO SUPPORT URBAN ACTIVITIES AND ACTIVITY CHARACTERISTICS The Table - C, whch appears n the book Innovatons n New Communtes, presents a representatve nventory of actvtes by general category and populaton levels at whch ther support becomes feasble n a servce area. The Table also shows the scale flexblty of the actvty, frequency of ts use by the people and maxmum walkng dstance from home to the actvty.

74 64 -< C c~> < : o o H o, c~> O 3 :H-< CO -H 3> I O O r O a: m H- zz. t/0 t/ c~> OJ olrn < n "a "O rn X3 02 o ;o O m m m x> jm -* j=> 7D 7J co!^ TV m z^. -TJ l OO 00 c~> -H -< \ mlm m nr m ^ Lo 3=> m h-j cn'a a ;u X m ^ ml CD m X -< m o co <T3 O go -n;0 ^ cr (V) m > c -< O C~) o h> re cz ZKS CO r> 5 3=» m > ^ co \ H 3> m :z cr o rn?3 2: CO m <~> :> zs. m r - 00 m^3 00 c~> a r- 00 rn'po :,m cole - ) 3=> m -<ZO co -a c~> n a cr: 3> O ZZ. ELDERLY TABLE C - POPULATION LEVELS REQUIRED TO SUPPORT URDAN ACTIVITIES AND ACTIVITY CHARACTERISTICS

75 n ; n I! 'rrr ) ; rn er- ^7*7 o cn: cn ' h j!! ' O< 250,000 : M ' J 40,nno MAXIMUM < 65 *>» TJ <~ tx e~ C/l 3> CD CO] TJ - JO' ' > X) ro D - rn :y o '<- C ;?o -- ^> I- rnlrc zr CD m n ~I» - " ~3 ~n n Js n ^3 T-* CO > T3 4 < ~n C" t» " ^ r - - 3> - l-< > -Hlr 3=H S so X) H O "n ; c] rr- r~ C"> r TO 3=»,c> - r 3>'o -' CJ m ( X ;o m :r n M *^- 3=- \ col CO, r> c'xj ^ 3=» - m } :: CO < H o -. n r CO -h 3=> o> -a 70 m CO > IC H - 3>?d- c: cr c J? z> z - -ll > o o r- 5 p> -<; r.w m l/> 3= O 2 * x» - O (- *»» c: n~ 73 T yo m. "» CJ a 7: co TJ; CO ^z. H CO ->; CO <J- * < - -< cr. CD ^^ r -. j.^ rn m -.; 3 TJ 3>?D 30 > 3s n" 3= -< a n r c :t ;o m > - :m -\ cr> 2: 5C C j> -< co -z. r> 3= IT ~n > TJ -\ -o o 2: x DC 2 co 3 0 2: w CJ CO ttj T3 ~> o -H 3= J» m 30 n O Or~ cz CD m en! I, POPULATION \J Ell COJ.., O J^ro?' r** «> fotd -vj o; o- Rono -?,ooo :! O- * 2,000-20,000 ^'^RTvv ^v«f77--rv» "T* 20,000-30,000 fato r j O III "O S3 I " f -- O 30,000-40,000 I - 5n,ono 50, l 00, ,000 j -,000,000 I.I.I,000,000 - m A V.,r.\-->k Ja m m ma A ^ J**' I g R? '! ^-ps=f=*=*=^ rrvt. "~^ j% L^S^ Au-,\ ^nr SCALE FLEXIBILITY <J t* ( < AND/OR > ) ) ^^^===^= Frequency o^ use q (SCALE U -MM )! I Ml :! <J t I : oblouuluoo! 'o o o <_n O'O'O co --en WALKING DISTANCE (mns ' III Mls! :! M USFRS: 3-53JX CHILDREN r '"_-*==; j ==d ADOLESCENTS F=s^ P! M n p=n rr u FT] :-. j =j ^ M U^ Lska ted YOUNG COUPLES YOUNG SINGLES f=^ r -~ ^?=^S I MIDDLE-AGED *== ^==3 nnfry TABLE - C CONTINUED

76 66 S_ '.M '.-».fc^l '..mm ^. - A > >. <-*»^JU I! l.g "t±± H-ff- t- III! bbop 'o 250,000 -, ,000,000 CALE FLEXIBILITY (< and/dr E j FREQUENCY OF USE ( SCALE Jg! ). MAXIMUM. WALKING DISTANCE (m * M T D HI F-AGEEL ELDERLY TAPIE C - CONTINUED

77 TABLE C - CCKTINUED 67

78 !! '! : ; l! I : ' rommfrctai j j POPULATION 2,000 USERS: 68 r> H y> r~ y "O T] 73 S) -r\ ZD -n < 75 H 73 X> 73 7-X x > < 75 H to TRTAI AND ~> T> r> JC - - n 3) 7) 75 r u 3 < n 73 Tl s> XJ TJ o o r- rn o -< m 2: o 75 _L! I Mll \.! I!!! I!!! p '!! I I!! 50,000 - I I 8000 y 30,000 : <! I I :! j ;! I g! : JL&.. T^V \ j!!! '...! j. ===^=:..!!!!! ll Mll); ' ll XI <...J ; - n!! -th {! r\> lo'lo»;co ; T-4 - -!! j : ;- ; ' ; I'M *... ': I j 500 j C T ,000-20,000?n,nnn -?n : nnn - 40,000 3 r^ 40,000-50,000 -= ,000 _n nn 3 nnn -?5n nnn 3 -> 250,000 -,000,000 ' ^MBuf^ (r*tvrv,000,000 - m SCALE FLEXIBILITY ( < ANP/0R ^ ) a. ' \ FREQUENCY OF USE Q ' ^rfl, r a.(( ^J MA XT MUM <] en o WALKING DISTANCE (mns!) J HH = =H =3 - C C.HTI DRFN ADOLESCENTS YOUNG COUPLES YOUNG SINGLES MTDF)I F-APJFD ELDERLY TABLE C - CONTINUED

79 TAPLZ C - CONTINUED 69

80 ' &; A; BS ^CAL _ILE_XBILIIL ggs ^^"^ ( < AND/OR E> ) XREQUEILQY. O F USE. (SCALE II MAXIMUM _ WALKING DISTANCE(nns.; _LSERSjl CHILDREN ADOLESCENTS mm couples IQJJNLSjmES. MIDDLE-AGED ELDERLY TABLE C - CONTINUED

81 ro I t ( I CJ I r~ m IL / ; ' > o! ; ==! MAXIMUM ' OJ r j ! 00,000 D j l n 2,000 j 20, ! ( I ' 4«* * ^ 7 > -. TO I r~ oo t/j oob.-) -A) en oo ~D ro ' ' C_) oj> rn rn C - * rn ' : JO olo c H o a ;-_ "a a pa. -. ; ' ) t-.o j-> - ZZ\70 > rn : > oo rn > a -' c c: o, > > - ' j. rn 'rn rn I r* PO > '. Jfc> m 73 7> o k - -< X L/l => =z ;o xj - *l jo,~n m - ( rj TO a OO m "O 3^ o m;oo > h- /OO 3>. m <S) n,o r ~o m H -o t3 r m n m >o l/l.' x o o ^!m -o < " * Ol» TO C7)< ' TJ CD -j m o 5> xj. 'J o r -- C rn H oo n o ff3 m > o m C73 x t I r~ TO e» -< OO m ^ - : TO ^ n t/ -a m to o n^ pa -< O 70 yo m! oo ~-j! I 8 l T - am - raw?* Lb-- j gl R L 'O Ml!! M I!! 50,000 f ( POPIII ATTOM G m t-: -Vo 7^ ' - \ * -. oo. _!.. m - m C_> TK cz n: 53 TO X) m Z u 500 '«*w-vy.«- l^»->, ; w^<^..a-s. -~ ->_.. - C_) r LO TV) LTL^TO" a O , ,000-30, r , ,000 ; ;: a LL SCALE FLEXIBILITY <] xf^rr^ ~7\V/v7] s=s ^s M Ml : *~, > j : r <.. ' rs/w ( *- *^-r f-~ e= (SCALE II -HI <] AND/OR > ) FREQUENCY OF USE \3 ) T ^ oo u 'ou'ounouukjboobb ua ^tmr nt<;tflmrf(«m"ns.t!! I. ;....!..! USERS: a MIL ; >4~fe ^3=j! ; j Q T CHILDREN ADOLESCENTS =3-- s "- "*] p~?= Y0UN0 COUP! FS ~"f=-~^=^=»=l r-~~~^ L = YOUNG SINGLES 5.=*=: -»_- r=^ MIDDLE-AGED _! ^~ - w - «C3 ^^^ ^ ^ ErDTRlY TAELE C - CONTINUED

82 72 Notes:. James Baley, New Towns n Amerca: The Desgn and Development Process, 973, p. 8. Joseph De Chara and Lee Koppelman, Plannng Desgn Crtera, 969, pp Arthur B. Gallon and Smon Esner, The Urban Pattern, 963, pp James Baley, New Towns n Amerca: The Desgn and Development Process, 973, p. 6. Morton Hoppenfeld, A Sketch of the Plannng-buldng Process of Columba, Maryland," Amercan Insttute of Plannng Journal, Nov Columba, A report by the Communty Research and Development Inc., Baltmore, Maryland, 974, 5 pages. 3. Arnold Whttck (edtor), Encyclopeda of Urban Plannng, 974, pp Metropoltan Areas and New Towns, Dept. of Economc and Socal Affars, 967, pp The Brtsh Experence, Town and Country Plannng Assocaton, London, 972, p Urban Structure, Plannng Dept. of the Dstrct of Burnaby B.C. Canada, 97, pp Brown Mller, Nel J. Pnney, Wllam S. Saslow, Innovaton n New Communtes, 972, pp. E-6, E-4.

83 73 GENERAL REFERENCES Baley, James. New Town n Amerca: The Desgn and Development Process. New York: John Wley and Sons, 973. Cartsons, E. M. "Ten Mnutes Town." Landscape Archtecture, Oct Crane, Davd. Developng New Communtes. U.S. Department of Housng and Urban Development, Dec Columba. Communty Research and Development, Inc., Baltmore, Maryland. Nov., 964. De Chara, Joseph and Lee Koppelman. Plannng Desgn Crtera. New York: Van Nostrand Renhold Company, 969. Derthck, Martha. New Towns n -Town. Washngton, D.C., The Urban Insttute, 972. Eldredge, Wentworth H (edtor). "The New Towns Concept." Chapter 8 n Tamng Megalopols, Vol. 2. Garden Cty, New York: Doubleday, 967. Evans, Hazel (edtor). New Towns : The Brtsh Experence. The Town and Country Plannng ACS, London. New York: John Wley Sons, 972. Freeway and Expressway Plan. A report by Md-Amerca Regonal Councl, Kansas Cty Regon, Oct Gal lon, Arthur B. and Smon Esner. The Urban Pattern. New York: D. Van Nostrand Company, Inc., 965. Gbbard, Frederck. Town Desgn. London: The Archtectural Press, Ffth Edton, Revsed, 967. Goodman, Wllam and Erc Freund. Prncples and Practce of Urban Plannng. Washngton, D.C., Internatonal Cty Manager's Assocaton, 968. Gruen, Vctor. Centers for the Urban Envronment. New York: Van Nostrand Renhold, The Heart of Our Ctes. New York: Smon and Schuster, 964, Hellman, Hal. The Cty n the World of the Future. New York: M. Evans Company, Inc., 970. Howard, Ebenezer. Garden Ctes of Tomorrow. London: Faber and Faber, 946.

84 74 Jonathan New Town: Desgn and Development. A Plannng Descrpton Prepared by Jonathan Development Corporaton, Cheska, Mnnesota, February 97. Kecble, Lews. Prncples and Practce of Town and Country Plannng. London: Estates Gazette, Thrd Ldton, 964. Lynch, Kevn. The Image of the Cty. Cambrdge, Mass.: M.I.T. Press, 960. Metro-Center. A Report by Md-Amerca Regonal Councl, Kansas Cty Regon, Oct. 97. Mller, Brown, Nel J. Pnney and Wllam S. Saslow. Innovaton n New Communtes. Cambrdge, Mass.: M.I.T. Press, 972. Osborn, Fredrc J. and Arnold Whttck. The New Towns. London: Leonard Hll, 969. Rapd Transt for Kansas Cty. A Report by Md-Amerca Regonal Councl, Kansas Cty Regon. Regonal Plan. A Report by Md-Amerca Regonal Councl, Kansas Cty Regon, Jan. 97. Rowland, Kurt. The Shape of Towns. New York: Van Nostrand Renhold Co., 966. Smonds, John Ormsbee. Landscape Archtecture. New York: McGraw-Hll Book Company, 96. Smth, Larry. "Space for the CBD's Functons." Amercan Insttute of Planners Journal, Feb. 96. Spreregen, Paul D. The Archtecture of Towns and Ctes. New York: McGraw- Hll Book Company, 965. Unted Natons. Report of the Unted Natons Symposum on the Plannng and Development of New Towns Held n Moscow, USSR, August-September 964. Unted Natons, New York, 967. Urban Structure. The Plannng Department of the Dstrct of Burnaby B.C. Canada, 97. Van Gnkel, Blanche Lemco. "The Form of the Core." Amercan Insttute of Planners Journal, February 96. Wolfe, M. R. and R. D. Shnn. Urban Desgn Wthn the Comprehensve Plannng Process. Seattle: Unversty of Washngton, Aprl 970.