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10 Urban Quality
Principles orMexico City
Corridors
DRAFT SEPT. 22 2008
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CTS
LONG-TERM GOAL: Plac ingpeople frst in sustainable urbandevelopment in Latin America
Transport Oriented
Development
Ground Floor
Uses
Public Lie Public
Space Survey - CTS
utilizes Gehl Architects
methodology
Public LiePublic Space Survey
(PLPSS)
10 Urban QualityPrinciples
CTS - reSponSibiliTy
Data collection•
Report Content•
Final report document•
GeHl - reSponSibiliTy
Data collection methodology•
Strategic guidance to report content•
Quality assurance or nal report•
PLPSS
TOD
PB
CollAborATion beTWeen CTS AnDGeHl ArCHiTeCTS
CTS
In Spring 2008, CTS embarked on three ambitious
projects that indivuallay represent signicant studies
into key actors that contribute to the quality o Mexico
City. Collectively these three projects can be used
to dene vital parameters or the sustainable urban
development o Mexico City in the coming years.
GeHl ArCHiTeCTS
Gehl Architects work to improve city environments in
cities around the world.
A major objective or Gehl Architects is to create
more coherence between city lie and the city’s built
environment. Gehl Architects strongly believe that public
lie should at the top o the agenda and great care is
needed to accommodate or the people populating
our cities. To achieve this objective Gehl Architects have
developed the Public Lie and Public Space (PLPS) Surveyas a working tool to achieve the goal o placing people in
the center o the city planning process.
Gehl Architects have conducted Public Lie and Public
Space surveys in numerous cities around the world
including; New York City, San Francisco, London, Sydney,
Stockholm, Zürich, Copenhagen, and Melbourne.
CollAborATion
For previous studies, Gehl Architects have perormed all
the tasks associated with the PLPS Survey. In this case
however, Gehl Architects acted as a supervising body. Gehl
trained CTS sta in the PLPS survey methodology, and
provided quality assurance throughout the development o
the fnal document. It is CTS, however that is responsible
or all the content o the ormal Eje Central PLPS Survey
Report. Gehl Architects ocussed on applying the analysis
conducted on Eje Central to outline key principles that can
be applied to several major corridors in the city, including
several Eje Viales and other major city arteries.
VISION
$
Social Enviromental
Economic
Sustainable
Urban Development
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GeHl ArCHiTeCTS pHiloSopHy AnD
ApproACH
our ViSion
Gehl Architects’ vision is to create better cities. We
aspire to create cities that are lively, healthy, diverse and
sae - and thereby improve people’s quality o lie.
Gehl Architects work to create sustainable
environments or the 21st century. Our approach
to design extends beyond the use o sustainable
materials and advocating walking, cycling and alternative
transport. We promote a holistic liestyle. Our design
solutions prioritize lie quality, health, saety and an
inclusive environment or all. We regard the public
realm is a place or all people, regardless o ethnic
background, age, socio-economic class, disability,
religion, or the like. Residents, visitors, students,
workers, children, and the elderly are all invited to meet
in the public realm.
LIVELYSAFE
SUSTAINABLE HEALTHY
ATTRACTIVE
URBAN LIFE
nw Ct Sacs
(Jan Gehl and Lars Gemzøe,
2001) provides an interna-tional perspective on the
renaissance o public lie and
public spaces over the past
25 years. City strategies rom
Barcelona, Lyon, Strasbourg,
Freiburg, Copenhagen, Port-
land, Curitiba, Cordoba and
Melbourne are presented as
well as 39 remarkable new
public spaces. Published in
Danish, English, Spanish, Por-
tuguese, Czech and Chinese
versions.
pc Sacs - pc
lf (Jan Gehl and Lars
Gemzøe, 1996) describes
34 years o development o
the public spaces in Copen-
hagen and documents the
impressive growth o public
lie that ollowed. Winner o
the “Edra/Places Research
Award” USA 1998.
GeHl liTerATure
The work o Gehl Architects is based on Jans
Gehl’s 40 years o extensive research on lie in
public spaces. Our research deals with the many
actors that infuence public lie and public space
and how people use it.
lf btw bdgs (Jan
Gehl) rst published in 1971, conti-
nues to be a widely used handbook
on the relationship between public
spaces and the social lie o cities.
Published in many versions and in
15 languages.
nw Ct lf
(Gehl, Gemzøe, Kirknæs & Søndergaard, 2006) Over the past
50 years, the use o public space has changed dramatical ly. In
years past, city lie was characterised by work related pursuits,
whereas today city lie is increasingly dominated by recreation
and culture related activities. New City Lie is a handbook
describing how to improve the quality o lie in the city by
responding to the challenges acing cities in the 21st century.
Published in Danish and English.
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CTS proJeCT role
Eje Central ‘ Zero Emission
Corridor’ projekt
An exTenSiVe STuDy
Utilizing standard GIS data collection techniques, CTS
collected relevant data along the entire 12km Eje Central
Corridor. At ten specic key areas, CTS utilized the
Public Lie Public Space Survey methodology with the
guidance o supervision o Gehl Architects. These ten
areas highlighted to the right.
This analysis together with a more background and
context both or the work o CTS and Eje Central as well
as a series o recommendations can be ound in the
CTS “Urban Quality Study - Eje Central” document
C T S
U r b a n Q u a l
i t y S t u d y
- E J E C E N T
RA L
background/context•
analysis•
recommendations•
LAZARO CARDENAS
OBRERA
DOCTORES
SALTO DEL
AGUA
SANJUANDE LETRAN
BELLASARTES
GARIBALDI
DIVISIONDELNORTE
EUGENIA
ETIOPIA
NATIVITAS
VILLADE CORTES
XOLA
VIADUCTO
CENTRO MEDICO
HOSPITALGENERAL
NIÑOS HEROES
BALDERAS
CHABACANO
SANANTONIOABAD
PINO SUAREZ
ISABELLACATOLICA
JUAREZ
HIDALGO
ALLENDE
ZOCALO
GUERRERO
LAGUNILLA
TLATELOLCO
MISTERIOS
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ApplyinG THe plpS SurVey MeTHoDoloGy
In general there are three scales in which the PLPS
survey methodology can be applied and utilized.
1. Project Specic – When a specic project is PLPS as
a baseline study rom which to measure improvements
in the quality o public lie and the increase in activity
resulting rom public realm improvements. In this case
the PLPS is used as an evaluation criteria to judge the
project’s success.
2. Neighborhood / District - A PLPS study can be carried
out in an approximate 1km2 area, to gain a better
understanding o the character - both problems and
potential - o a neighborhood. In this case the PLPS
can be used to inorm what types o public realm
improvements should be made in the district and how
the neighborhood relates to the rest o the city.
3. City Wide - By careully choosing several key districts,
spaces, and streets located throughout the city, a PLPS
study can be undertaken to orm the basis o a city
urban development policy. In this case the PLPS is
used as a catalyst or change to alter the mindset o city
ocilas and promote a more holisitc people oriented
approach to city design.
FroM eJe CenTrAl To eJe ViAleS
Although CTS utilzed the PLPS methodolgy, this
document does not t neatly into any o the three
categories mentioned above, but rather touches on all
three. Gehl Architects have studied Eje Central at three
specic intersections in the Centro Historico district.
This analysis has inormed the 10 principles outlined
here, and could be used in conjunction with uture
studies to create a more comprehensive development
ramework that could be applied throughout Mexico
City.
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DOCTORES
SALTO DEL
AGUA
SAN JUAN DE LETRAN
BELLASARTES
BALDERAS
PINO SUAREZ
ISABELLACATOLICA
JUAREZ
HIDALGO
ALLENDE
ZOCALO
GeHl ArCHiTeCTS proJeCT role
Using the PLPS survey methodology
Gehl Architcts studied Eje Central inCentro Historico in detail.
This specic analysis and general recom-
mendations could be developed urther
to result in an Urban Development Frame-
work plan or Eje Viales as well as to uture
major corridor improvements.
G E H L A R
C H I T E C T S
U R BA N Q
UA L I T Y
P R I N C I P L
E S
I I?
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More To WAlkinG THAn WAlkinG
Walking is rst and oremost a type o transportation,
but it also provides an opportunity to spend time in the
public realm. Walking can be about experiencing the
city at a comortable pace, looking at shop windows,
beautiul buildings, interesting views and other people.
The Public Lie Public Space surveys conducted on April
9th and April 20th 2008 examine how urban spaces
are used and the extent that people walk in Mexico
City in general and along Eje Central specically. The
survey data collected provides inormation on where
people walk, either as part o their daily activities, or
or recreational purposes. This inormation can orm
the basis on which to make uture decisions on which
streets and routes need to be improved.
Despite numerous
obstacles, thousands opeople walk along EjeCentral everyday
i i
Victoria
Salto de Agua
Tacuba
Bellas Artes
5 Mayo
Plaza de la Solaridad
Plaza Aquil es Serdan
30,30023,030
23,720
26,150 27,110
41,700
52,88035,700
37,360
29,280
i i
Victoria
Salto de Agua
Tacuba
Bellas Artes
5 Mayo
Plaza de la
Solaridad
Plaza Aq uil es Serdan
75,570
54,680
50,260
17,950 18,560
13,620
70,120 43,410
32,780
13,890
peDeSTriAn TrAFFiC in CenTro HiSToriCo
WeekDAy peDeSTriAn TrAFFiC WeekenD peDeSTriAn TrAFFiC
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WAlkinG For pleASure
Any city can have heavy pedestrian trac. People
oten need to walk between bus stops, car parks or
rail stations and their nal destinations. But a good
indication o the quality o the pedestrian environment
is the volume o pedestrian trac when people don’t
have to walk, but choose to do so because the public
environment is enjoyable.
Comparing weekday and weekend pedestrian volume
is a good way o determining which streets invite
residents and visitors to spend time in the city, and
which do not.
The gures suggest that dierent areas o Eje Central
are used drastically dierently throughout the course
o the week. Some sections such as near Bellas Artes
are obviously used or leisure and ree time activities,
while others like South o Bellas Artes and at Saltode Agua are used almost exclusively or necessary
activities during the week. When people have ree
time they choose to come to Bellas Artes but avoid
Salto de Ague. These drastic di erence in which Eje
Central is used suggest that the design should acilitate
and accommodate these use patterns – or at the very
least they support the claim that Eje Central cannot be
considered as one uniorm street.
Pedestrian traffic along Eje Central at Victoria
0
10000
20000
30000
40000
50000
60000
70000
80000
adkeewdnekeew
t h o u s a n d s o f p e d e s t r i a n s 8 a m - 8 p m
Pedestrian trac along Eje Central atSalto de Agua weekend is
-12%
less than weekday trac
Pedestrian Trac along Eje Central atAv. Juarez is
-67%
less than weekday trac
Pedestrian trac along Eje Central atVictoria is
+32%
more than weekday trac
Pedestrian Trac along E je Central atBellas Artes is
+ 150%
more than weekday trac
WeekDAy WeekenD WeekDAy WeekenD
WeekDAy WeekenD
Use o Eje Central orleisure activities varies
greatly rom neighborhoodto neighborhood
neCeSSAry AnD opTionAl peDeSTriAn
ACTiViTy
WeekDAy WeekenD
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GeTTinG ArounD
lACkinG CoMForT AnD DiGniTy
The conditions along Eje Central exempliy a landscape
in which the needs o the pedestrian have been
orgotten. Space usually reserved or pedestrians along
sidewalks has been taken over by vehicles, vendors,
and subway inrastructure creating an environment with
little room or pedestrians.
The roadway along Eje Central is in top condition, while
the sidewalks are in poor repair, urther enorcing the
priority given to motorized vehicles.
Walking along Eje Central,one is reminded again and
again that car is King andthat pedestrians are secondclass citizens
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GeTTinG ArounD
Eje Central is plagued bydangerous crossings andnumerous obstacles atcorners and along side
walks
peDeSTriAnS Are A loW prioriTy
Along Eje Central it’s not only vehicles that have been
given priority over pedestrians. Mexico City has allowed
inormal vendors, pay phone companies, and even a
variety o signs and postings to inringe on pedestrian
space.
Pedestrian desire lines - the shortest and most direct
path between destinations - are completely neglected
orcing pedestrians out into the vehicular lane way or up
on to narrow and hard to navigate curbs.
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inTernATionAl STreeT CoMpAriSon
Weekday pedestrian trac
between 8 am - 8 pm -other capitals
Weekday pedestrian trac
between 8 am - 8 pm -Mexico City
Weekday pedestrian trac
between 8 pm - 10 pm
An unDer-perForMinG bouleVArD
Gehl Architects have surveyed pedestrian activity along
major streets in cities around the world utilizing the
same methodology employed in Mexico City.
Comparing pedestrian data rom other cities with the
data collected in Centro Historico sheds light on howEje Central and major side streets compare to key
streets in other World Capitals.
Such a comparison suggests that relatively ew people
choose to walk in Mexico City compared to other
world capitals. One reason or this might be that the
pedestrian environment in Mexico City o poor quality
when compared to other major world capitals and
even in relation to much smaller cities (in terms o
population).
Mexico City is under-perorming in relation to
pedestrian activity in otherworld capitals
S y d n e y , G e or g e S t r e e t
2 0 0 7
M el b o ur n e , S w a n s t on S t r e e t
( s o u t h ) ,2 0 0 4
L on d on ,R e g en t S t r e e t
2 0 0 2
C o p enh a g en ,V e s t er b r o g a d e
2 0 0 5
S t o c k h ol m ,H a mn g a t a n
2 0 0 5
54,60051,580
52,400
37,900
57,320
L on d on , Oxf or d S t r e e t
2 0 0 2
B r o a d w a y b t w. 3 1 s t a n d 3 2 n d
2 0 0 7
53,770
T i m e S q u a r e ( B r o a d w a y a n d
7 t h A v e. a t 4 4 t h )
2 0 0 7
52,880
E j e C en t r a l ( V i c t or i a
2 0 0 8
30,300
E j e C en t r a l ( B el l a s A r t e s )
2 0 0 8
35,700
V i c t or i a
2 0 0 8
23,720
5 . d eM a y o
2 0 0 8
E j e C en t r a l ( S a l t o d eA g u a
2 0 0 8
37,360
129,830 137,400
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HiGHWAy DeSiGn in THe CiTy
The design o Eje Central clearly aspires to achieve one
goal only - maximum vehicular trac capacity. But
vehicle capacity alone is not the role o major urban
boulevards. In large cities around the world, major
corridors are conceived as routes or a variety o users
- pedestrians, cyclists, public transportation as well as
private vehicles.
The design o Eje Central, however, doesn’t respond to
its urban context and cater or a wide-variety o users
but rather resembles a highway designed or high
vehicular trac speed. Unortunately inviting cars only
brings more cars, and Eje Central in Centro Historico is
most times heavily congested so vehicular trac rarely
moves rapidly.
The result is an odd and unpleasant combination o wide
yet congested vehicular laneways, lled with slow-
moving noisy and polluting vehicles, where pedestrians
are orced to navigate a highway environment
inappropriately placed in the heart o a bustling city.
Unortunately the model o Eje Central has been applied
to many o the main corridors in Mexico City, especially
the Eje Viales.
Major Mexico City streetsare designed as highways
rather than vibrant urbanboulevards
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STreeTS Do noT inViTe For WAlkinG
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prinCipleS For urbAn QuAliTy
Based on the analysis o Eje Central described on the
previous pages, this section outlines 10 key principles to
promote urban quality, especially along major corridors
in Mexico City.
pc 1.
ConSiDer THe QuAliTy CriTeriA
eVAluATion CriTeriA
Gehl Architects have developed a key word list
or ensuring quality in the public realm. Achieving
these criteria alone does not guarantee a successul
public space, but these twelve categories should be
considered when designing spaces and streets or
people.
P R O
T E C T I O N
C O M F O
R T
E N J O Y M E N T
Against Crime & Violence
- Well lit
- Allow for passive surveillance
- Overlap functions in space and time
Varying Seasonal Activity- seasonal activities. (skating, christmas
markets, )
- extra protection from unpleasant
climatic conditions
- Lighting
Dimensioned at human scale
- Dimensioning of buildings & spaces
in observance of the important human
dimensions related to senses, movements,
size & behavior.
I
I
I
I
I
Standing and Staying
- Attractive and functional edges
- Defined spots for staying
- Objects to lean against or stand next to
Play, Recreation, and Interaction
- Allow for physical activity, play, interaction
and entertainment
- Temporary activities (markets, festivals,
exhibitions etc.)
- Optional activities (resting, meeting, social
interaction)
- Create opportunities for people to interact
in the public realm
Positive Aspects of Climate
- Sun / shade
- Warmth / coolness
- Breeze / ventilation
Aesthetic and Sensory
- Quality design, fine detailing, robust
materials
- Views / vistas
- Rich sensory experiences
Day, Evening, and Night Activity- 24 hour city
- Variety of functions throughout
the day
- Light in the windows (residences)
- Mixed-use
- Lighting in human scale
Visual Contact- Coherent way-finding
- Unhindered views
- Interesting views
- Lighting (when dark)
Audio and Verbal Contact- Low ambient noise level
- Public seating arrangements
condusive to communicating
Sitting
- Defined zones for sitting
- Maximize advantages - pleasant views,
people watching
- Good mix of public and café seating
- Resting opportunities
Walking
- Room for walking
- Accesibility to key areas
- Interesting facades
- No obstacles
- Quality surfaces
Against unpleasant sensoryexperiences
- Wind / Draft
- Rain / Snow
- Cold / Heat
- Pollution
- Dust, Glare, Noise
Against Vehicular Trafc
--Traffic accidents
- Pollution, fumes, noise
- Visibility
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MAJor CorriDorS in MexiCo CiTy ToDAy
Most major corridors act as a barrier and repels public lie rom
the adjacent neighborhoods. The corridor is such a dividing line
that neighborhood character has been dened by where the
community meets the corridor
MAJor CorriDorS in MexiCo CiTy ToMorroW
Major routes should unite the diverse neighborhoods that
stretch out along its axis. Corridors like Eje Central can connect
communities and serve as a catalyst or diverse range o public lie
activities
today - a barrier or public lie tomorrow - a ‘zipper’ and a connector
pc 2.
re-enViSion MAJor rouTeS
AS A “Zipper” oF publiC liFe
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ho ommond,
mmnd nd mnnd
tno Dmn
pnnn Dmn
pk Dmn
CreATinG SynerGy
By considering the public realm holistically rather than
in pieces as typically is the case in traditional planning
process, the quality criteria can be ull-lled.
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pc 3.
TreAT CorriDorS HoliSTiCAlly
FroM builDinG FACADe To
builDinG FACADe
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pc 4.
bAlAnCe prioriTy To ACCoMMoDATe
For All STreeT uSerStoday long-termshort-term
Inner city trafc in Copenhagen
Copenhagen model split 20062%
5%
10%
leArninG FroM CopenHAGen
Over the past 40 years Copenhagen has consistently
strived to improve conditions or pedestrians andcyclists.
People have accepted the invitation!
The vehicle is king
and highway design
permeates the historic
inner city core.
Inecient micro bus
trac accounts or
a majority o public
transport trips
Ocial bus service is
oten delayed due to
private vehicles invading
dedicated bus lanes
Few people choose
to walk due to poor
conditions and those
that do walk are
uncomortable and long
or a car
Poorly planned and unsae
bicycle lanes attract ew
cyclists and only those
with no other option dare
to cycle in the City
Motorists witness that
other modes o transport
are aster and more
ecient.
The demand or micro
bus alls as Mexico City
prioritizes and invests
in other more ecient
means o transit
Dedicated bus lanes are
enorced and access to
bus stops or pedestrians
and cyclists is increased
Simple changes such
as widening side walks
and shortening crossing
distances drastically
improve the pedestrian
environment
Sae dedicated bike
tracks ocus on short
1-3 km trips and secure
bicycle parking allows
or combined transport
trips with bus, metro, and
regional train
Vehicular trac capacity
can be reduced and more
space given to other
transport modes
As demand alls, routes
will disappear and only
the most ecient and
necessary routes remain
Several ecient bus
rapid transit routes are
developed or longer trips
within the City
More and more people
choose to walk in the City
as this is the best way
to soak up the lively and
diversity city culture o
Mexico City
The dedicated bicycle
track network grows
and people chose to
bike urther distances
as cycling becomes an
option or all residents
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pc 5.
iMproVe ConDiTionS For
peDeSTriAnS
Respect pedestrian desire lines Ensure eective sidewalk width
Simpliy street crossings Ensure access or all
eVeryone iS A peDeSTriAn
All city users are at one time or another a pedestrian.
Rather it be the bus passenger en route to and rom the
bus stop or the motorist that walks to his destination
rom his parking spot. Thereore improving conditions
or pedestrians is the best way to improve Mexico City
or everyone.
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pc 6.
ConSiDer iMproVeMenTS AlonG THe CorriDor
AS A CATAlyST For CHAnGe in THe WiDer DiSTriCT
The corridor must be con-
sidered in the context o the
nodes (transit stops, destina-
tions) and neighborhoods it
passes through and connects
The role o the node can then
be considered in the wider
public space network o each
neighborhood
The transit node can then
expand in unction and im-
portance to become a local
“heart” o public lie and activ-
ity in the district
In that way the new heart can
become a catalyst or change
or improvements in the public
realm throughout the neighbor-
hood
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pc 7.
iMproVe ACCeSS To THe CorriDor
For peDeSTriAnS AnD CyCliSTS
hm
w
Major Corridors
as ecient public transport routes
su by
kn
Secure bicycle
parking
create better access
or pedestrians to
the heart o each
district and/or neigh-
borhood
create dedicated bicy-
cle lanes and bicycle
parking on key “eeder
streets”
1 km
3 km
P
PP
P
P
P
P
P
P
P
P P
P
P
Metro
Trolley Bus/BRT
ACCeSS For eVeryone
Given the size and scale o Mexico City, pedestrians and
cyclists cannot be expected to travel long distances.
Thereore in terms o pedestrians and cyclists the role
o the corridor in the local district is oten the most
important. Longer routes are the responsibility o
ecient public transport, but getting to those public
transit nodes should also be easy, pleasant and sae.
By improving access to the corridor within a 1km radius
or pedestrians, and a 3km radius or cyclists, the
corridor can truly become an ecient transit corridor as
well as a vital destination or people and an attractor o
public lie.
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A similar urban orm (the shape and character o
streets and spaces) might transcend the boundaries
o neighborhoods. The corridor should be perceived
as a continuous route while responding to unique
characteristics o each district and neighborhood in the
context its urban orm.
· GEHL ARCHITECTS · P 019
DRAFT 080922
pc 8.
iMpleMenT VAriouS STreeT TypoloGieS
WiTHin THe SAMe CorriDor
pedestrian public space
planting
shared space
similar paving and planting treatments can be rearranged to createunique street typologies
square boulevard shared space
7/28/2019 Urban Quality Principles DRAFT
http://slidepdf.com/reader/full/urban-quality-principles-draft 20/23
2,5-4 m
4,2 m
p e d e s t r i a n s
v e g e t a t i on
2,5-4 m 11,6 m 4,2 m
t r ol l e y
p e d e s t r i a n s
v e g e t a t i on
t r ol l e y
3 m 3 m
p e d e s t r i a n s
v e g e t a t i on
2,5 m 3,5 m 4,2 m3,5 m
t r ol l e y
t r ol l e y
c a r s
c a r s
2,7 m 2,7 m 2,7 m
c a r s
c a r s
p e d e s t r i a n s
v e g e t a t i on
0,3 m1,6 m0,3 m
2,5 m 3 m3 m 2,7 m
typical Eje Viales section
urban boulevard section
31 m
31 m
re-iMAGine MexiCo CiTy CorriDorS
One way to recapture the urbanity that in places is
neglected in Mexico City is to re-imagine the City’s
major corridors as 2-way urban boulevards rather than
suburban highways.
p 020 · gehl architects ·
DRAFT 080922
pc 9.
ConSiDer MAJor CorriDorS AS
urbAn bouleVArDS
DRAFT 080922
7/28/2019 Urban Quality Principles DRAFT
http://slidepdf.com/reader/full/urban-quality-principles-draft 21/23
reSponDinG To THe urbAn ConTexT
The two-way urban boulevard model can be ound in
capitals around the world. The street type with wide
sidewalks, a generous median, and public transportation
access promotes slower vehicular trac and improves
access or motorists, pedestrians, and cyclists alike.
· GEHL ARCHITECTS · P 021
DRAFT 080922
pc 9.
ConSiDer MAJor CorriDorS AS
urbAn bouleVArDS
Paris - Champ Elysée
Sydney - Pitt Street
NY - Park Avenue
Melburne - Swanston Street
DRAFT 080922
7/28/2019 Urban Quality Principles DRAFT
http://slidepdf.com/reader/full/urban-quality-principles-draft 22/23
pArT oF A lArGer neTWork
While major city corridors are vital to the city transport
system, they do not need to meet all the city’s needs
themselves. When considered as part o a street
hierarchy that is sometimes the role o the corridor can
be appropriately dened to compliment the rest o the
local and city-wide street network.
p 022 · gehl architects ·
DRAFT 080922
MAIN CORRIDOR
secondary
tertiary
local
tertiary
tertiary
pc 10.
ConSiDer THe CorriDor in A WiDer
STreeT HierArCHy
DRAFT 080922
7/28/2019 Urban Quality Principles DRAFT
http://slidepdf.com/reader/full/urban-quality-principles-draft 23/23
· GEHL ARCHITECTS · P 023
DRAFT 080922
pc 10.
ConSiDer THe CorriDor AS pArT oF
A WiDer STreeT HierArCHy
secondary
2 way trac•
dedicated bike lanes•
wide side walks•
tertiary
slow one-way trac•
bicyclists are welcome but no•
track is provided
wide side walks•
local
good access to commercial and retail activities•
bike track•
curb-side parking•
wide side walks carried over side streets•