Tag: interdisciplinary studies
Navigating the Waters of Collaboration
By Jean Eisberg, Master of City and Regional Planning ‘07
During the spring 2007 semester, I traveled to Jiaxing, China with a group of students, faculty, and professionals for an interdisciplinary design studio. We were fortunate to be able to collaborate with students and professors at Tongji University, located nearby in Shanghai. The Tongji group guided us during the trip and throughout the studio.
I studied China as an undergraduate student and while visiting the country again, I was reminded of why I was initially so intrigued. This is a country whose history, politics and social structures have changed radically over the past several decades. Jiaxing exemplifies this dynamic.
Jiaxing boasts a mix of cultural and historic amenities as well as modern industry and technology. Water defines the landscape; it is, at times, beautiful, but it is also polluted and often strewn with debris. Nearly empty eight-lane roads portend the growth to come. But, today, it is difficult to differentiate Jiaxing from the many other mid-size industrial cities in China. Our group needed to enhance the existing assets in Jiaxing to bring out its unique identity and ensure its competitiveness in the region. The central government’s proposed high-speed rail station offered an incredible opportunity to make this happen.
After returning to Berkeley, it was time to get to work. But, as planners, urban designers, architects and landscape architects, we did not always speak the same language. We spent several weeks sketching, arguing, and jumping in and out of scales. Out of the chaos emerged some great ideas about water, open space, transportation, energy, architecture, and urban design. Our recommendations encompassed all scales — from architectural materials and façade details to a transit plan and renewable energy resources — reflecting the range of disciplines represented among the students in our studio.
The Tongji students helped us to understand the traditions, policies, and culture that define and affect architecture and development in the region. Collaborating with our colleagues at Tongji was one of the highlights for me. With a year of college-level Mandarin muddled in the back reaches of my brain, I got a chance to practice speaking and drew laughter for my errant tones. But even better was the chance to share opinions on what planning means in our respective countries. As one Tongji student admitted, China plans and develops without always considering the repercussions or offering mitigations. I countered that in the United States, legislation and politics often necessitate intense scrutiny and lengthy processes that can prevent projects from moving forward. We both wondered about the middle
I still see opportunity in China in terms of its tremendous growth. But I also see the possibility for China to become a leader in sustainable development, something we can all learn from.
Overcoming Culture Shock through Design
by Linda Roberson, M.U.D. Student
In composing this short piece about my experience in the China studio this spring, I grow ever more grateful for the opportunity, as lessons continue to be revealed.
China is vast, exciting, frustrating, and complex — like nothing else I’ve experienced. As a graduate student in Urban Design this studio experience was remarkable, if not pivotal for my future career. The studio was a collaboration of students from various departments such as Architecture, City and Regional Planning, Landscape Architecture and Urban Design. The design program called for a sustainable city — one that would respond to current environmental issues in China as well as the local culture of the design site.
While there were certainly bouts of chaos and confusion during the China studio, my enduring memory of the experience is of the endless opportunities that it presented. My colleagues and I worked hard to implement a clear design direction and strategy by creating a structure for the class early on. Often, when we couldn’t get the answers or direction we needed, we contacted professionals and consultants who had the experience and knowledge to steer us in the right path. In retrospect, this methodology was at times frustrating but also incredibly rewarding and rich with lessons for young designers such as myself. As part of an interdisciplinary design team composed of undergraduate and graduate students from the College of Environmental Design, I realized early on that I needed to share with the class exactly what it was urban designers do. I wanted to learn from my classmates and they were probably expecting the same from me. I remember describing the urban designer as one who works at a variety of scales, develops frameworks and basically prepares the outline so that a particular area of land can be turned over to the architect or landscape architect for development and specific design implementation.
I would be lying if I said that my ideas were accepted without resistance or that I didn’t face language barriers. But slowly the lessons began to unfold. For me, this studio was not about disciplines or design territory, sustainability, or deliverables. Instead the China studio was a unique experience that allowed me to question some of my own definitions regarding design practice, site, and culture in a productive and meaningful way. In conclusion I can say that if China is a frontier goldmine for an entrepreneur, for a student with initiative, it was a blank slate. It was only later that I realized that this was one of most important lessons that I would learn through the China studio.
Speeding Toward a New Jiaxing
“There is an ecological apocalypse unfolding in China right now.” The statistics bear the point.
There are approximately 300,000 premature deaths each year attributed to air pollution alone. A quarter of China’s 1.3 billion people do not have access to clean drinking water. China has the world’s fastest growing auto market, giving it the notorious label of the world’s leader in vehicle fatalities and second in oil consumption behind the US. Currently, the world’s second largest greenhouse gas emitter, China is on pace to surpass the US in 2008 — some researchers even argue that it already has.
During the spring 2007 semester, students at Tongji University in Shanghai, China and the University of California, Berkeley in the United States took on this challenge, collaborating on a design studio in Jiaxing, China, a second-tier city 80km outside of Shanghai. The group included undergraduate and graduate students pursuing coursework in architecture, landscape architecture, urban planning and urban design, as well as faculty and professionals from both countries.
The Gordon and Betty Moore Foundation, a private foundation based in San Francisco, California provided a grant to the group to explore international urban sustainability. The Jiaxing City Government partnered with our group and posed a set of urban development research questions to the students. The charge was to develop a plan for the City in anticipation of a proposed high-speed rail line connecting the Shanghai Pudong International Airport to Hangzhou, with stops in Shanghai and Jiaxing. As an added challenge, Jiaxing’s station stop was proposed in an agricultural area 10km away from the existing central city. This new rail line could connect Jiaxing to Shanghai in 15 minutes and to the airport in less than a half hour. What would this compression in time and space mean for Jiaxing?
The students identified two major challenges to address: China’s environmental crisis and connecting the proposed rail station to the central city
First, the students proposed a transit corridor between the new station and the existing city center. They recognized the opportunity to create a new hub within the City, but wanted to maximize accessibility to the new station and the central city, to encourage investment in both anchors as well as in the corridor between them.
Second, they proposed an integrated sustainable design strategy for Jiaxing. Adopting the “3 E’s” principles of ecology, economy and equity, they endeavored to improve Jiaxing’s air and water quality, expand renewable energy sources and reduce waste, while maintaining a competitive economy. Moreover, they sought to create an equitable design that would accommodate all types of people, regardless of age, income or other status.
Despite the troubling statistics, there is opportunity to make real improvements in China’s environment, if the government and citizens choose to take on the challenge. Through sustainable design and policy measures, China has the potential to emerge from environmental crisis as an environmental leader. Jiaxing could serve as a model for sustainable development in China, providing its citizens a better life and a more environmentally sound, economically strong and equitable society.
 Porritt, Jonathon. “China: The Most Important Story in the World.” Green Futures. September 2006: 3.
Professional Responsibility in a Global World
by Kim Suczynski, M.Arch Student
This last spring I had the opportunity to be a part of the Nano City Super Studio. Like most architectural studios, this one too overturned our initial assumptions and we were quickly immersed in the challenge of learning and designing concurrently. The studio began when we arrived in Delhi, India on January 15th, 2007. Despite the week-early start of the semester we were all eager to meet Sabeer Bhatia (our client) and begin this new adventure. That first day, and many others that followed, were filled with a whirlwind of experiences — most of which were facilitated by a bright red Volvo tourist bus. In a week we visited Delhi, Chandigarh, and our site in an effort to gain some knowledge for the studio. Yet, like most short stays our trip was limited by the time it took to travel between sites, leaving us little time to experience India on our own.
The rest of the semester was spent achieving a balance between our client’s aspirations and our design ideas. As designers we had numerous debates about our competing visions for Nano City. Having an actual client for the project also put most of us for the first time in a position of negotiation between our client’s desires, our own professional responsibilities, the needs of the population who currently live on site, and those who will eventually become residents of Nano City. This tension between the professionally defined “client” and the social responsibilities of design was further enhanced by the inherent complexities of an international studio. No matter how sensitive we tried to be to the Indian context and the site, we were always functioning from Wurster Hall in Berkeley, California and, like our experience of India through the windows of a red Volvo bus, we were constantly aware of our own limitations of our experience as Americans.
Yet there is also something universal about our experience as outsiders that represents the conflicts and challenges we all face as designers. Whether we are designing a city in Haryana, India or California, USA we are to some degree always removed from our clientele and we must resist the compulsion to objectify those whom we design for through the actions that we take. While the experience of designing in a foreign context helps us hone our professional skills, it also makes us more aware of our limitations, thereby challenging us to work outside normative design techniques and think critically about the appropriateness of every move. In the end I believe that this experience made my peers and myself better at dealing with issues of professional responsibility in this new world of transnational place-making. Indeed, design is the tool through which we may engage the “other” even as we discover ourselves.
Transnational Connection| The Nano City Super Studio, India
Innovative projects often have unusual beginnings.
In Fall 2006, I received an e-mail from an individual who informed me that he was planning a new city in India. He wanted to meet me to discuss what ideas I may have for such a project. A new city that would be privately built — indeed, the idea made me wonder! Fortunately, my initial instinct to delete the e-mail and to dismiss the idea altogether did not prevail and I agreed to a short meeting with its sender in my office the following week. On the day of the meeting and after a brief Google search, I discovered that I was about to meet Sabeer Bhatia — the co-founder of Hotmail, and one of India’s if not the world’s, most recognized young entrepreneurs.
Bhatia, a graduate of Stanford University, had come to us in Berkeley seeking our expertise to realize his vision for Nano City — a new, sustainable, eco-friendly, and high-tech city in north India. The 11,000 acre site earmarked for the project is nestled in the foothills of the Himalayas and within close proximity of the city of Chandigarh in the state of Haryana. By all measure, Bhatia is a dream client: a young visionary whose education and ambition are matched with a social conscience. Having co-founded Hotmail in the 1990s and subsequently selling the corporation for $400 million to Microsoft, he went on to establish other IT companies and develop social ventures beyond technology. Although he came to us mainly for advice about how to pursue his new project, it quickly became clear that his engagement with us was not going to be a passing one.
Stemming from my conviction that successful projects are a product of a close collaboration between an educated client, a competent designer, and an informed public, I convinced Bhatia that we should pursue the project as a college-wide graduate urban design studio, involving a group of faculty from different specialties. Having now become our client, Bhatia also generously funded the studio which included a site visit by 16 students and 6 faculty members for a 9-day trip to India. While in India, the design team also met with government officials in the state of Haryana and other developers collaborating on the project.
The CED has had a long tradition of conducting Super Studios, which are intense design collaborations for a semester-long project and involving several faculty as supervisors. The tradition harks back to studios conducted by Lars Lerup and Stanley Saitowitz in the 1980s as well as those by Mark Mack, Richard Fernau, and myself in the 1990s. It was indeed time to revive this tradition with the Nano City Super Studio. My enthusiasm for the project as well as that of the students was shared by committed CED faculty such as my colleague Professor Susan Ubbelhode — an expert on the architecture of Chandigarh and frequent visitor to India — who agreed to co-teach this studio. Richard Fernau cut his sabbatical short and participated as a studio critic. Robert Cervero, Chair of the DCRP; Chris Benton, former Chair of Architecture; and Ananya Roy, Professor of City Planning and Associate Dean of International and Area Studies, all agreed to serve as studio consultants by delivering lectures on design and planning policy and by participating in all studio presentations.
When we advertised the studio in late Fall as a joint Architecture, City Planning, and Urban Design course we were inundated with applications from students. Since this was a truly interdisciplinary studio, open to students from the whole college, we selected 16 applicants from the M. Arch, M.C.P., M.L.A., M.U.D., and the PhD programs in Architecture, City Planning, and Landscape Architecture.
Our visit to India was an intense experience yet memorable too. We traveled between Chandigarh, the foothills of the Himalayas, and the urban outskirts of Delhi. On a visit to the proposed project site, Berkeley students demonstrated what it means to immerse oneself in the context that they design for. Refusing to simply travel in the confines of an air-conditioned bus or meet government officials, the group visited a few of the villages on the site and spent a session meeting with and interviewing villagers whose fate would be impacted by the project.
From its onset, the studio emphasized both collaborative effort as well as teamwork in the design process. On our return to Berkeley, students were assigned to teams who then delegated individual tasks to each member. Interdisciplinary methodologies were pursued by addressing the multiple scales of design involved in a project of this nature. The studio started with a week-long intense charette where each student produced a master plan. Following the charette the students were broken down into 8 teams and continued to work in pairs for 3 weeks to produce land-use and master plan solutions. This was followed by an intense 5 week session where 4 teams — each made up of 4 students — focused solely on urban design. Finally, the students were divided into 2 teams, each pursuing alternative master plans and also articulating an architectural strategy of which one was selected as a final master
The final design solution for Nano City proposes a three-phase development model which will ultimately include a small educational sector with campuses of major U.S. universities; a business development sector with headquarters of several technology firms (providing biotechnology, informational technology, and nano services); a major housing development of up to 50,000 small, medium, and large size units; and appropriate commercial and recreational services in order to generate a vibrant mixed-use
The end of the semester may have been an ending to the Nano City Super Studio but today the project continues. Nano City Inc. has accepted the general master plan generated by the studio and has officially hired 10 other Berkeley students to further develop it into a more detailed urban design, under the supervision of a few faculty members. The final master plan of Nano City designed by what is now called B-GAP — the Berkeley Group for Architecture and Planning — will be formally unveiled early in the Fall. It stands as a testament not only to the possibilities of collaboration between the different disciplines within the CED but also to the successful collaboration between clients and designers. Indeed, the Nano City Super Studio attests to the creative potential of a paradigm that believes that political position and social responsibility can deliver design excellence. As we continue with design and development, we look forward to the moment when Nano City will break ground in 2009.
For additional information about the Nano City Super Studio please visit: http://www2.arch.ced.berkeley.edu/courses/arch201_nanocity/
Tianjin transit-oriented development: Principles and Prototypes
From 1998-2002 China experienced unprecedented growth, with an annual GDP increase of 7.8% – the fastest in the world. It is expected that over the next 20 to 30 years China will complete its transition from a planned to market economy, fully integrate itself into world trade, and become the world’s largest and most powerful economy .
Sustainability is a concern shared by most Western professionals who are consulting with the Chinese government, either directly or indirectly, to devise a development strategy that will support its vigorous growth. Statistics reveal that the U.S., now the world’s largest economy, uses 25% of the world’s natural resources. If China – with four times the U.S.’s population – develops similar consumption patterns, it will consume all of the world’s non-renewable resources when its economy reaches full fruition in 20-30 years.
Rising incomes in China are fueling a dramatic increase in automobile ownership: it is estimated that between 12,000 and 14,000 new cars are added to China’s streets each day, increasing traffic congestion and air pollution, and spawning the development of thousands of kilometers of new highways . Transit-oriented development, or TOD, is one element of a sustainable development strategy that can help to lessen the burden of growing cities on the world’s limited supply of non-renewable resources. TOD, supported by a detailed and integrative policy framework, promotes the efficient use of land and development of a compact urban form, while curbing automobile usage by creating incentives for transit, walking, bicycling and other non-motorized modes of transportation.
Tianjin: a snapshot
Metropolitan Tianjin is the third largest city in China, after Beijing and Shanghai. With a population of 10 million, Tianjin reports directly to the Chinese government and benefits from direct access to centralized sources of funding for large-scale development projects. The port at Tanggu (30 km southeast of Tianjin proper) fuels much of Tianjin’s economy. Tianjin’s major industries include clothing and textiles, chemicals and electronics.
Tianjin’s Central Station is one of northern China’s major railway hubs and serves as a junction point for the Beijing-Shanghai lines, while also providing direct access to other northeastern and southern provinces. After Beijing was chosen to host the 2008 Olympics, the City of Tianjin invested heavily in improvements to urban transport – most prominently a new light rail line connecting Tianjin proper with the port of Tanggu. The City is also expanding existing rail lines within Tianjin proper to support its growing population of residents and commuters.
Studio goals and approach
In the fall of 2004, UC Berkeley’s College of Environmental Design was asked by the Tianjin Urban Planning and Design Institute to develop principles and prototypes for TOD in Tianjin. The studio was comprised of fifteen graduate students in architecture, landscape architecture and city and regional planning, and led by three instructors. The interdisciplinary nature of the studio sought to combine a wide range of skills to propose a plan for new TOD in Tianjin.
The Institute suggested four sites in Tianjin, from which the studio chose three, as platforms for their ideas. Each site is distinct in its geography, history and local character, but they shared two things in common: first, on each site there is at least on transit station serving the city’s expanding rail system; and second, each site has a direct connection to Tianjin’s network of rivers and canals.
The studio viewed the river as the conceptual “thread” running through the three proposals. Echoing an approach of “ecosystem as infrastructure” , the studio envisioned the river as the City’s main artery, with riverfront paths to feed pedestrians and bicyclists into the larger network of roads and railway transit. A plan for commercial, residential and public land uses would strategically fill in the areas between transit stations and the river, thereby helping the City to gain the most from its investment by directly linking people to the transit system.
The studio authored a broad set of principles to inform the planning and design process. Based on these principles — which are further distilled into a set of strategies and guidelines — we developed prototypes for three sites in Tianjin.
The “kit of parts” breaks this set of principles down into physical components and highlights the more specific elements of each plan. Tianjin Municipal Government can use this menu of options in developing future prototypes for development.
Principle 1 – High Density/Mixed Use
Create high density mixed-use neighborhoods to support transit. A successful transit-oriented development creates a wide range of destinations (offices, community centers, and recreation areas) within easy walking or biking distance of transit.
Principle 2 – Pedestrian/Bicyclist Network
Develop an independent pedestrian and bicycle network to support transit and access through neighborhoods. Directly connecting pedestrian and bicycle-only pathways to transit stations encourages the use of non-motorized transport. These car-free pathways also increase foot traffic visibility for local businesses.
Principle 3 – Transit Connections
Facilitate connections to transit with a fine-grained street grid. An urban street grid works best when it incorporates a clear hierarchy of street types. The grid allows for the dispersion of travel and access through neighborhoods, while the hierarchy provides different street environments to accommodate both faster and slower traffic.
Principle 4 – Public Realm
Create spaces for social interaction. Planning urban neighborhoods with an inviting public realm is key to creating vibrant communities. Streets, parks and open spaces should provide places for recreation and leisure. Buildings should be designed with outward-facing elements — such as balconies and porches — to enliven the streetscape.
Principle 5 – Self-sufficient Neighborhoods
Design “Zero Waste” self-sufficient neighborhoods. Generating much of their power needs on-site, self-sufficient neighborhoods create less demand on the centralized infrastructure for non-renewable resources. Block designs should include systems to generate energy, and to collect and reuse water and waste.
Principle 6 – Heterogeneous Communities
Promote diversity and choice within neighborhoods, encouraging the formation of heterogeneous communities. Neighborhoods should incorporate a range of housing types, services and amenities to allow residents of different income types and lifestyles to live in the same area.
Principle 7 – Existing Site Conditions
Respect the site’s history and natural features by incorporating existing elements into future site plans. One of the most recognizable features in Tianjin is the river network from which the city grew over time. Incorporating existing natural and historical features into new development is an important strategy for creating viable, sustainable communities that identify with the city’s past.
Conclusions and Recommendations
This project examined opportunities for TOD in three very different contexts. While all of the plans are based on the principles of TOD, they apply these principles differently to respond to the characteristics of each site.
We identified several obstacles to effective TOD in Tianjin during our planning and design process.
First, the current development process in China results in large-scale, master-developed projects with repetitive architecture on super-blocks. This development pattern does not support transit and is not consistent with TOD principles of mixed-use, public realm, diversity, and site history. The city should aim to better balance architectural diversity, solar access requirements and environmental sustainability goals.
Second, the city’s efforts to expand roads and build large thoroughfares are not consistent with the TOD principle of connectivity, which requires a dense network of streets. Some may believe that a dense street network causes traffic, but in fact, it provides many alternative routes to travelers, which spreads traffic out. Instead of expanding roads, Tianjin should create a dense network of narrower streets to support transit, bicycling, and walking.
Third, we noted many examples of automobile priority in new development. For example, many new buildings have a large parking lot in front of the building. This facilitates automobile use, but disadvantages pedestrians who have to walk through the parking lot to get to the entrance. It also creates a “dead space” along the street, which is unpleasant for pedestrians and bicyclists. Instead, buildings should be sited close to the street, with any parking in the rear. This encourages people to take transit and then walk or bicycle to the building rather than drive, which reduces traffic and creates a lively streetscape.
Finally, Tianjin has unique natural assets and a special history, but most new development does not reflect this. In order to create a positive image and identity for the city, new development should incorporate these assets, such as the river and canal system, agricultural history, and existing open space.
These are challenging issues, but they are critical to the success of TOD in Tianjin. If Tianjin is committed to TOD, they can be resolved. Our plans and principles provide guidance, and the city can use demonstration projects to test these development models.
We identified seven key steps to implementing TOD in Tianjin. Each is discussed below.
Adopting a clear set of TOD policies is critical. We have developed a proposed set of TOD principles, strategies and guidelines. The City of Tianjin could create a TOD district for all areas within 1 km of a transit station in which these policies would apply. The city could then create a specific plan for each TOD district that outlines a development vision based on these policies [1-4].
Implementing TOD requires the participation of multiple partners . In Tianjin, these may include city agencies, the Tianjin Urban Planning and Design Institute, transit operators (subway, light rail, and bus), the private sector (developers, financial institutions, and other businesses), the central government, and Tianjin residents. Each of these partners can contribute to a distinct aspect of TOD. The city may lease or sell land, provide infrastructure, supply funding, and control the review of development proposals. The Urban Planning and Design Institute and transit operators may work with the city to develop TOD policies and specific plans. The private sector may develop and invest in TOD projects. The central government may provide funding or technical assistance. Finally, Tianjin residents may offer feedback on proposed plans and development proposals. To facilitate coordination, the city could create a TOD committee with representatives from each partner to review and approve development proposals in TOD districts.
Incorporation into Plans
To be truly effective, Tianjin should incorporate TOD concepts and principles into plans at multiple levels — regional, city, and site — as well as into plans of various kinds (i.e. land use, housing, and transit). For example, the city could include TOD principles in its updated General Plan as well as its Transit Plan and the Regional Strategic Plan. Tianjin could also develop a pedestrian plan and a bicycle plan[6,7]. These are critical components of TOD since most transit riders either walk or bicycle to the station.
Architectural diversity is a key element of TOD. A site with many different building types and styles serves a variety of uses and housing needs, which allows a mix of people to live, work, and shop in one area. This can be achieved by encouraging multiple developers to work on a site: a group of developers could work together on each phase of a project; a site could be separated into smaller pieces with different developers for each piece; or the city could limit the total number of units on a site designed or developed by one entity.
Development around stations can also be structured in several ways: a developer could acquire the air rights above an underground station while the city retains control of the ground, the city could lease or sell the land to a developer but keep certain areas for transit facilities, or the city and developer could share construction or operating costs.
In some cases, particularly in suburban or edge stations, it may be necessary to implement the specific plan in several phases. However, a full mix of uses (residential, office, commercial, public facilities, and open space) should be included in each phase if possible. This ensures that the neighborhood functions as a mixed-use community, rather than as isolated islands of housing or office development.
One phasing strategy is land banking. This means concentrating development and density in specific parcels and leaving other parcels undeveloped, or developing them at lower intensity interim uses that allow for higher intensities later. This allows high-density development to occur around the station over a longer time frame, which conserves land and reduces sprawl .
Plan review is important to ensure that proposed development complies with TOD principles and the specific plan. The City could issue a Request for Proposals (RFP) that asks developers to submit proposals for an element of the specific plan. The TOD committee could review these proposals for the quality of their urban and pedestrian design (including traffic and parking), environmental sustainability, and transit impact.
Housing development should serve a variety of incomes. One strategy for this is inclusionary zoning, which requires that a percentage of the units in each development (often 10-20%) are affordable to lower-income households. Another approach is to create a “housing protection district,” in which any affordable housing that is demolished has to be replaced in new buildings. The city could also provide a “density bonus” that allows 15-25% more units than normally allowed under the zoning if developers include a certain percentage of affordable housing units. These units should be scattered throughout the site, not concentrated in one area.
The City of Tianjin is making a significant investment in its rail network. TOD can help Tianjin realize of the benefits of this investment through “value capture” — mechanisms that return to the City some of the economic value generated by the transit system and the development pattern of TOD. For example, lease payments from developers to the city can be adjusted based on the increase in land value due to TOD, as reflected in regular appraisals. Alternatively, the city can require developers to return a percentage of their profits to the city with their lease payments each year.
This “captured value” should not go to the City’s general fund. It should further support TOD by subsidizing or enhancing transit, paying for landscaping and maintenance of parks and public facilities, or providing funding for affordable housing. Revenues could also go to a “TOD fund” for future TOD projects.
TOD and Tianjin’s Future
Tianjin currently faces many challenges: a booming population, rapid growth in vehicle ownership, and increasing congestion and pollution. At the same time, the city has great assets: a rich history, a river and canal network, strong neighborhoods, and a growing transit system.
By investing in transit, Tianjin is taking an important step towards a more sustainable future. TOD represents the next step. The principles, plans, and guidelines outlined in this report present an opportunity for Tianjin to not only create a future that is more economical, livable, and sustainable than the present, but also to become a leader in progressive planning and a model of responsible development for other cities in China.
At the same time, it is important to recognize that TOD is not a cure-all for the challenges that Tianjin faces. Other policies are also needed: in particular, pricing of vehicle ownership and use to reflect its full social and environmental costs, and policies to encourage resource conservation and the use of renewable energy sources. A holistic approach that addresses both the demand and supply of resources will be most effective at reducing congestion.
Harrison S. Fraker, FAIA, Dean, College of Environmental Design
David E. Dowall, Director, Institute for Urban and Regional Development and Professor, Department of City and Regional Planning
Tom Lollini, Assistant Vice Chancellor, Physical and Environmental Planning
Emily S. Johnson
1. Justin Yifu Lin, “Is China’s Growth Real and Sustainable?”, China Center for Economic Research, Peking University (http://ccer.pku.edu.cn/download/3024-1.pdf), 2004.
2. Robert Cervero, Lecture (April 11, 2005), City and Regional Planning 219: Comparative International Transportation, University of California, Berkeley Department of City and Regional Planning.
3. Martin C. Pedersen, “Eternal Optimist: Architect William McDonough has witnessed China’s rapid modernization and sees hope for sustainable development,” Metropolis, (http://www.metropolismag.com/cda/story.php?artid=1130), January 24, 2005.
4. Robert Cervero, et al, “Transit-Oriented Development in the United States: Experience, Challenges, and Prospects,” Transit Cooperative Research Program, Transportation Research Board (http://gulliver.trb.org/publications/tcrp/tcrp_rpt_102.pdf), 2004.
5. The New Transit Town: Best Practices in Transit-Oriented Development, Dittmar, Hank & Gloria Ohland (Eds.), Island Press (http://www.islandpress.com), 2004.
6. St. Paul on the Mississippi Development Framework, Ken Greenburg, St. Paul Riverfront Corporation http://www.riverfrontcorporation.com/page4.asp
7. Getting it Right: Preventing Sprawl in Coyote Valley, Greenbelt Alliance, Solomon WRT http://www.greenbelt.org/resources/reports/report_coyotevalley.html
8. Pleasant Hill BART Transit Village Final Development Plan, Contra Costa County http://www.ccreach.org/redevelopment/redev_ph_specific.cfm http://www.ccreach.org/redevelopment/redev_ph_finaldp.cfm
9. City of Vancouver, Canada, Urban Design guidelines http://www.city.vancouver.bc.ca/commsvcs/currentplanning/urbandesign/
10. City of Oakland, California, Pedestrian Master Plan http://www.oaklandnet.com/government/Pedestrian/index.html
11. City of San Francisco, California, Department of Parking and Traffic, Bicycle Plan http://bicycle.sfgov.org/site/dptbike_index.asp?id=29438
12. William Huang, “The Effects of Transportation Infrastructure on Nearby Property Values: A Review of the Literature,” UC Berkeley IURD Working Paper #620, 1994 http://www-iurd.ced.berkeley.edu/workingpapers_1990-1995.htm
13. American Public Transit Association, Research on the Value of Transit-Oriented Development http://www.apta.com/research/info/online/land_use.cfm
14. Michael Duncan and Robert Cervero, “Transit’s Value-Added: Effects of Light and Commuter Rail Services on Commercial Land Values,” University of California at Berkeley, 2001 http://www.apta.com/research/info/briefings/documents/cervero_duncan.pdf
15. Hong Kong Mass Transit Rail Corporation Property Development: http://www.mtr.com.hk/eng/properties/propertyportfolio1.htm Consultancy Services: http://www.mtr.com.hk/eng/consultant/consultant1.html