NEW URBANISMPETER CALTHORPE AND MOULE &

POLYZOIDS

•Ms. Elizabeth Moule’s career includes architecture, urbanism, real estate development and education.• A native of Pasadena, California, she holds a M.Arch. from Princeton University, a B.A. from Smith College in Art History and Government, and attended the Institute for Architecture and Urban Studies.•She is a cofounder of the Congress for the New Urbanism (CNU).•A founding partner of Moule & Polyzoides, Architects and Urbanists

•Stefanos Polyzoides was born and educated in Athens, Greece, and later earned B.A. and M.A. degrees in Architecture and Planning from Princeton University. •His career has engaged a broad span of architecture and urbanism, its history, theory, education and design. •He is a cofounder of the Congress for the New Urbanism and, with his wife Elizabeth Moule, a partner in Moule & Polyzoides, 

•Peter Calthorpe was born in London and raised in Palo Alto.•He attended the Yale School of Architecture.• He is a founding member of the Congress for New Urbanism, a Chicago-based advocacy group formed in 1992 that promotes sustainable building practices.• In the early 1990s he developed the concept of Transit Oriented Development.

The transect defines a series of zones that transition from sparse rural farmhouses to the dense urban core.

•Until the mid 20th century, cities were generally organized into mixed-use walkable neighborhoods. •For most of human history this meant a city that was entirely walkable.•But with the advent of cheap automobiles and favorable government policies, attention began to shift away from cities and towards ways of growth more focused on the needs of the car.  •Specifically, after World War II urban planning largely centered around the use of municipal zoning ordinances to segregate residential from commercial and industrial development, and focused on the construction of low density single family detached houses as the preferred housing option for the growing middle class. •The physical separation of where people lived from where they worked, shopped and frequently spend their recreational time, together with low housing density, which often drastically reduced population density relative to historical norms, made automobiles indispensable for efficient transportation and contributed to the emergence of a culture of automobile dependency.•The majority of U.S. citizens now live in suburban communities built in the last fifty years, and automobile use per capita has soared.•Rooted in these early dissenters, New Urbanism emerged in the 1970s and 80s with the urban visions and theoretical models for the reconstruction of the "European" city

BACKGROUND & ORIGIN

TRANSECT PLANNING

PRINCIPLES

Walkability•Most things within a 10-minute walk of home and work.•Pedestrian friendly street design (buildings close to street; porches, windows & doors; tree-lined streets; on street parking; hidden parking lots; garages in rear lane; narrow, slow speed streets) •Pedestrian streets free of cars in special cases.

Connectivity•Interconnected street grid network disperses traffic & eases walking•A hierarchy of narrow streets, boulevards, and alleys•High quality pedestrian network and public realm makes walking pleasurable

PRINCIPLES

Mixed-Use & Diversity•A mix of shops, offices, apartments, and homes on site. Mixed-use within neighborhoods, within blocks, and within buildings•Diversity of people - of ages, income levels, cultures, and races Mixed Housing•A range of types, sizes and prices in closer proximity

Quality Architecture & Urban Design•Emphasis on beauty, aesthetics, human comfort, and creating a sense of place; Special placement of civic uses and sites within community. Human scale architecture & beautiful surroundings nourish the human spirit

PRINCIPLES

Increased Density•More buildings, residences, shops, and services closer together for ease of walking, to enable a more efficient use of services and resources, and to create a more convenient, enjoyable place to live.•New Urbanism design principles are applied at the full range of densities from small towns, to large cities

Green Transportation•A network of high-quality trains connecting cities, towns, and neighborhoods together•Pedestrian-friendly design that encourages a greater use of bicycles, rollerblades, scooters, and walking as daily transportation

PRINCIPLES

Sustainability•Minimal environmental impact of development and its operations•Eco-friendly technologies, respect for ecology and value of natural systems•Energy efficiency•Less use of finite fuels•More local production•More walking, less driving

Quality of Life•Taken together these add up to a high quality of life well worth living, and create places that enrich, uplift, and inspire the human spirit.

BENEFITS TO RESIDENTS•Higher quality of life;

•Better places to live, work, & play; •Higher, more stable property values; Less traffic congestion & less driving; •Healthier lifestyle with more walking, and less stress; •Close proximity to main street retail & services; •Close proximity to bike trails, parks, and nature; •Pedestrian friendly communities offer more opportunities to get to know others in the neighborhood and town, resulting in meaningful relationships with more people, and a friendlier town; •More freedom and independence to children, elderly, and the poor in being able to get to jobs, recreation, and services without the need for a car or someone to drive them; •Great savings to residents and school boards in reduced busing costs from children being able to walk or bicycle to neighborhood schools; •More diversity and smaller, unique shops and services with local owners who are involved in community; •Big savings by driving less, and owning less cars; •Less ugly, congested sprawl to deal with daily; •Better sense of place and community identity with more unique architecture; •More open space to enjoy that will remain open space; •More efficient use of tax money with less spent on spread out utilities and roads

BENEFITSBENEFITS TO BUSINESSES•Increased sales due to more foot traffic & people spending less on cars and gas;• More profits due to spending less on advertising and large signs; •Better lifestyle by living above shop in live-work units - saves the stressful & costly commute; •Economies of scale in marketing due to close proximity and cooperation with other local businesses; •Smaller spaces promote small local business incubation; •Lower rents due to smaller spaces & smaller parking lots; •More community involvement from being part of community and knowing residents

BENEFITS TO DEVELOPERS •Cost savings in parking facilities in mixed-use properties due to sharing of spaces throughout the day and night, resulting in less duplication in providing parking; •Less need for parking facilities due to mix of residences and commercial uses within walking distance of each other; •Less impact on roads / traffic, which can result in lower impact fees; •Lower cost of utilities due to compact nature of New Urbanist design;

EXAMPLESSeasideSeaside, Florida, the first fully New Urbanist town, began development in 1981 on eighty acres (324,000 m²) of Florida Panhandle coastline. It was featured on the cover of the Atlantic Monthly in 1988, when only a few streets were completed, and has become internationally famous for its architecture, and the quality of its streets and public spaces.

Mountain House Mountain House, one of the latest New Urbanist projects in the United States, is a new town located near Tracy, California. Construction started in 2001. Mountain House will consist of 12 villages, each with its own elementary school, park, and commercial area. In addition, a future train station, transit center and bus system are planned for Mountain House.

TRANSIT ORIENTED DEVELOPMENT

•A transit-oriented development (TOD) is a mixed-use residential and commercial area designed to maximize access to public transport, and often incorporates features to encourage transit ridership.•A TOD neighborhood typically has a center with a transit station or stop (train station, metro station, tram stop, or bus stop), surrounded by relatively high-density development with progressively lower-density development spreading outward from the center.. •TODs generally are located within a radius of one-quarter to one-half mile (400 to 800 m) from a transit stop, as this is considered to be an appropriate scale for pedestrians.

TRANSIT ORIENTED DEVELOPMENT•Many of the new towns created after World

War II in Japan, Sweden, and France have many of the characteristics of TOD communities. •In a sense, nearly all communities built on reclaimed land in the Netherlands or as exurban developments in Denmark have had the local equivalent of TOD principles integrated in their planning, including the promotion of bicycles for local use.• Examples of these features include -mixed-use development that will use transit at all times of day-excellent pedestrian facilities such as high quality pedestrian crossings, narrow streets, and tapering of buildings as they become more distant from the public transport node. -Another key feature of transit-oriented development that differentiates it from "transit-proximate development" is reduced amounts of parking for personal vehicles.

THANK YOU

GROUP VI

ASHMI BORDIAKASHMIRA SHREERAMSURABHI KHANDELWAL

NIVEDITA KULKARNISONAM LHAKI

NISHA MATHRANISHIVANI NEHEALBEENA SOFI

SOUMYA STHAPAKAKSHITA TIWARI