PART II. Application of New Urbanism Principles on Egyptian new cities

Transcription

1 PART II Application of New Urbanism Principles on Egyptian new cities

2 Introduction Part I intensively reviewed the concept of New Urbanism movement, its goals, principles, and applications. Part II is reviewing the appropriating process of the New Urbanism principles to the Egyptian context; this process requires testing American New Urbanism principles on the Egyptian physical and social environment. Physically: the research studies the current physical conditions at chosen sample of Egyptian new cities from New Urbanism perspective. In other words, the research will investigate which principles are already applied on our cities and which are not, and how are they applied, in order to trace the impact of presence or absence of those principles. Socially: field survey study will be applied on a random sample of new cities residents; the survey will give an idea about their life at the new community, their satisfactory degree about their urban environment, and how they are going to correspond to each principle of New Urbanism. Finally, the appropriating process of each principle will take place, by correlating theories, international applications, local applications, and field survey results. Applicability of each principle on the Egyptian environment can be checked, and also the research will come up with the possible adaptations so that the American principles can be suited to the Egyptian context. Part II is combined of 3 chapters: 1- Testing NU principle on Egyptian New Cities 2- Principles appropriating process 3- Findings and recommendations 106 P a g e

3 Chapter 4 Testing New Urbanism Principles on Egyptian New Cities

4 This chapter focuses on testing the American New Urbanism Principles on Egyptian new cities physically and socially. Three new Egyptian cities were chosen by researcher: 1. 6 th of October city: 2. New Cairo city th of Ramadan city Those cities were chosen according to certain criteria based on the Egyptian cities classification (see Appendix 2): 1. Cities near and directly connected to central Cairo - so it can be compared with the American suburbs. 2. Cities that succeeded to accomplish high percentage of their target population. 3. Each city has a different economic base to compare the effect of different uses on zoning plan. The process of analysis went through several phases: 1. Data collection from New Urban Communities Authorities and the administrative bodies of each city 2. Field visits recording researcher observations based on principles check list from chapter Interviews with residents. 4. Comparing physical analysis results with field survey results for each principle. The field survey study was applied on 142 samples from the three cities as follows:

5 New City 6 th of October City New Cairo City 10 th of Ramadan total 1 st community Al-Rehab No. of Samples Percentages % % % % % Table 4-1: Sample Distribution according to City of Residence Source: Field Survey 10 th of Ramadan city New Cairo city 6 th of October city Fig 4-1: Sample cities location Source: New Urban Communities Authority

6 1. City of 6 th of October: Location: to the South-West of Cairo, 32 km from Downtown. Total area: acres Built up area: acres Residential area: acres Target population by year 2000: inhabitants Target gross density by year 2000: 12.3 persons/acre Target residential density by year 2000: 28.6 persons/acre Accomplished population 2004: Inhabitants Accomplished gross density 2004: 8.26 persons/acre Accomplished residential density 2004: 19 persons/acre Fig 4-2: 6 th of October city location Source: New Urban Communities Authority

7 6 th of October city is one of the 2 nd generation of new cities in Egypt, it was planned in 1979 for inhabitants by the year Today, 6 th of October is one of only two cities that could achieve more than 50% of their target population (see appendix 2). It also succeeded to attract more than 1000 factories to its industrial zone. Fig 4-3: 6 th of October city Master plan Source: New Urban Communities Authority 6 th of October city is originally composed of three main zones, industrial zone to the west, residential neighborhoods in the middle, and touristic compounds to the east (fig 5-4). Besides, large areas of future development extension are to the north and east. Residential zone is divided into 12 neighborhoods, 1 high class neighborhood, and 8 other touristic compounds. The city went through number of transformation phases, which led reality to be

8 different from original plans. Moreover, for economic reason, large part of the extension areas is sold to private investors, those areas turned to be private gated communities, or private housing projects. Fig 4-4: 6 th of October city zoning plan Source: New Urban Communities Authority and researcher Based on field visits, researcher observations, and the questionnaire applied on 44 random sample of 6 th of October city s residents, the following section reviews the testing process of New American Urbanism principles on 6 th of October city physically and socially, to help through the appropriating process of the American principles to the Egyptian context in further stages of research.

9 1.1. Walkability Walking distances at the 12 main neighborhoods are ranging from 450 m to 1000 m which are quite high, especially with the sunny, humid weather and high temperature, Walking distances at the new extension areas are ranging from 250 m to 600 m. So, from physical analysis, 6 th of October city neighborhoods are not walkable, this result is 590m 580m 600m 390m 270m 350m 590m 250m 1200m 330m 580m 850m 2100m Fig 4-5: Walking distances Source: Researcher 960m complying with the social survey results, 41.9% of respondents claimed that the neighborhood center is too far and they can t walk to their daily needs (fig 4-6). On the other hand, when people were asked, if walking distances are shorter, are they ready to get out of their cars and walk to their daily needs or not, 59% of car owners claimed that it is not possible for them to consider walking as an alternative even if walking distances are shorter (fig 4-7).

10 41.9% 58.1% 45.2% 54.8% 41.0 % 59.0 % not walkable walkable car no car Possible Not Possible Fig 4-6: walkability, current state Source: Field survey study Fig 4-7: Car owners how are ready/not ready to walk Source: Field survey study 1.2. Connectivity 6 th of October street network is totally cul-de-sac free and highly interconnected (Fig 4-8). The network is fed by Fayoum road, Oasis road, and 26 th of July arterial. Interconnected street network usually encourage pedestrian movement, but in this case long walking distance ban pedestrians from street, and dedicate street network to cars. Fig 4-8: Interconnected Street Network Source: Researcher Avenue Main streets Secondary st. Fig 4-9: Hierarchy of Roads Source: Researcher

11 1.3. Pedestrian friendly street design Human scale street design Human Scale is not taken into consideration at all neighborhhods, most of residential street (specially at the high level neighborhood, and touristic compounds) are human scaled, treelined, and pedestrian friendly (Fig 4-10). Two main avenues to the north and south of the main commercial and administrative center, are totally dedicated to car movement, and they seperate all neighborhoods (from 1 st to 12 th neighborhood) from the main center (Fig 4-11). From social survey, 51.6% of respondents (fig 4-12) live in human scaled neighborhoods, and 41% of car owners can walk if streets are shaded and human scaled (fig 4-13). Fig 4-10: Residential Street at the high level neighborhood Fig 4-11: Avenue separating City center from residential use

12 48.4% 51.6% 45.2% 54.8% 41.0 % 59.0 % not treelined treelined car no car Possible Not Possible Fig 4-12: human scale, current state Source: Field survey study Fig 4-13: Car owners how are ready/not ready to walk Source: Field survey study Creating public spaces, plazas, green areas Not all neighbourhoods have the same features, some neighborhoods are absloutly deprived from green spaces and all neighborhoods suffers lack of well defined open public spaces. Fig 4-14: Green space at the city center daily Daily 14.30% 54.8% 45.2% weekly Weekly Monthly monthly several Several months Months 7.10% 21.40% 35.70% No Parks Parks never Never 21.40% Fig 4-15: people who have parks/no parks at their neighs.& how often they use them Source: Field Survey Study

13 Field survey results also show that not all neighborhoods are provided with green spaces and parks, 54.8 % of respondents are deprived from any green open space (Fig 4-15), the other 45.2 % who have green spaces; 21.4 % of them do not use it at all, and the rest do not use the green space frequently or on regular basis (Fig 4-15). People stated different reasons for not using their green space, such as; green space is too far from home, it is unsafe, or it is in a bad condition. Others said that they just do not have the time to use it. c. Safety From the interviews with the residents of 6 th of october city, the residents of the new 11 th neighborhood (high cost youth housing project in the northern extensions), they claimed that they pay for private security company to protect them, their children, and their homes. On 6 th of October city level, only 16.1% of respondents are feeling safe and secured (fig 4-16), the other 83.9 % are suffering from insecurity, and high crime rates. When people were asked if they allow their children to play outside the house or not (fig 4-17), 20.7 % said they never do that because there is no 19.4% 64.5% 16.1% always sometimes never Fig 4-16: crime frequencies according to respondents Source: Field survey study 55.2% 20.7% 24.1% never sometimes always Fig 4-17: how often people let their kids play outside the house Source: Field survey study

14 eye on the street which is the same concepet mentioned by Jane Jackobs (see chapter 2), and how it can help providing mutual security with minimum need to security services Diversity Mixed uses The city has a rich mix of activities, industrial zone contains more than a thousand factories, sports clubs zone (contains branches for the most famous sports clubs in Egypt), hotels, media production city, besides, 7 universities and institutions 12 schools. Fig 4-18: Hotel at the touristic zone Some activities are segregated in isolated zones (Fig 4-18). However, in some spots along the main center and inside the 7 th neighborhood, commercial activities began to appear at the ground floor of the residential buildings (Fig Fig 4-19: Mixed residential and commercial building at the 7 th neighborhood 4-19), also some shopping mall began to grow near universities as a complementary uses. The field survey study dealt with diversty concept through three main elements: 1- Frequency of visiting

15 neighborhood center by respondents, 2- Respondents satisfactory degree of neighborhood center and activities, and 3- spatial organization of different activities. 3.2% 35.5% 61.3% no-never sometimes yes-alwayes Fig 4-20: Frequency of visiting neighborhood center by respondents Source: Field Survey 70.0% 60.0% 50.0% 61.3% 64.50% 51.6% 64.5% 40.0% 30.0% 38.7% 32.3% 35.5% 20.0% 16.1% 10.0% 0.0% 0.0% daily needs no-never 6.5% school sometimess lesiure 0.0% relegious yes-alwayes Fig 4-21: Frequency of using different activities at neighborhood center by respondents Source: Field Survey Fig 4-20 shows that 61.3% of respondents depend totally on their neighborhood center, activities at neighborhood center can be categorize into 4 main activities: daily needs shops, elementary school, leisure area (cinema, playgrounds etc), and a religious building. Fig 4-21 shows that most frequently visited uses are; religious use and school then daily needs shops. On the other hand, 16.1% of center visitor do not benefit from leisure uses, and 6.5% of children at school age go to school outside the new community.

16 By investigating how the neighborhood center is fulfilling respondents needs; only 35.5% of respondents claimed that neighborhood center is fully covering their needs (Fig 4-22), and 64.5% of respondents claimed that it is partially covering their needs and they have to depend somehow on Cairo. So, satisfactory degree of neighborhood center is relatively low and need to be improved. Regarding the spatial organization of mixed activities, Egyptian neighborhoods usually contain a mix of activities. However, the spatial organization of neighborhood segregates different uses; concentrates all commercial activities in neighborhood or city center. When people were asked about what they prefer, a controversial question opened a lot of debates with different points of view, 64.5% of respondents prefer concentration of activities in neighborhood center (fig 4-23), and their reasons can be summarized as follow: 35.5% sometimes Fig 4-22: Respondents satisfactory degree of neigh. center and activities Source: Field Survey study 35.5% shopping street Respondents claimed that they suffered at Cairo - the bad effects of mixing activities and increased density, such as: 64.5% yes-alwayes 64.5% neigh center Fig 4-23: respondents preferences in shopping street or concentrating uses at neigh or city center Source: Field Survey study 1- Shortage of parking spaces, residents cannot park their cars in front of their homes because of the commercial visitors.

17 2- Noise from shops and cafés, 29.0 % of respondents claimed that they moved to the new city to live quiet and pollution free life. 3- People with cars cannot find all their need in one place; they have to park several times in different spots. On the other hand, 35.5% of respondents prefer shopping streets, and mixing residential and commercial uses for the reason that: 1- Mixing activities lead to safer neighborhood, they consider residential single use areas as gloomy dead zones, especially at night. 2- Shops become nearer and easier to reach especially for people who do not drive. 3- Existing neighborhood size cannot be served by one center; therefore shopping street can solve the problem. Otherwise, neighborhood size should be shrunken. 4- Some of respondents consider shopping as more entertaining activity along shopping streets. According to people points of view, it is obvious that the factor of car ownership has a great effect on their answers; people with no cars try to reform neighborhood to accommodate themselves, by making walking easier and more pleasant. People with cars try to reform neighborhood to accommodate their cars, by making parking easier and more efficient. Figure 4-24 correlates people answers to their car ownership status, 64 % of people with no cars prefer shopping street, while 88% of people with cars prefer concentrating activities in neighborhood or city center.

18 64.0% 36.0% People with NO cars 12.0% People with cars shopping street 88.0% concentration of activities Fig 4-24: Correlating car ownership status to peoplee preference regarding mixing activities Source: Field Survey Mixed housing 6 th of October city offerd a wide range of housing types, sizes, and prices. From economicand youth housing projects, to the touristic compounds and hotel apartments. However, different housing types are seperated and segregated in different neighborhoods (Fig 4-25). Fig 4-25: Different housing types Source: 6 t th of October city council So, on city level, diversity is achieved. On neighborhood level, eah neighborhood contains only one type of housing, villas are seperated from apartments even if they both are for high income families.

19 Instead of defining general guidelines, planner did not give the oppourtonity to individual buildings to vary, all residential buildings of the same type are typically the same (Fig 4-26) Smart transportation Fig 4-26: Residential prototype in the youth housing project There is no any kind of official public transportation inside 6 th of October city. Therefore, the only transportation means - which are provided by the residents themselves are 3 wheels car (tok tok) (Fig 4-27) or small trucks, even school kids have to get on the trucks everyday as it is the only way to school (Fig 4-28). Regarding the connections with Cairo, 6 th of October is connected by car through 26 th of July arterial, and by bus lines. Fig 4-27: Tok-tok as transportation mean Fig 4-28: Trucks moving kids to school

20 54.8% of respondents complained from lack of any public transportation at their neighborhoods (Fig 4-29). However, the 45.2 % who said that other transportation means are existed, most of them said it is in very bad condition, not suitable for everybody (4-30) shows the daily transit system used by respondents. (like tok-tok), expensive, and controlled by individuals. Fig 32.3% 45.2% 54.8% 0.0% 54.7% 6.5% not available available 6.5% Car Pub.transit work car Taxi walking Fig 4-29: public transportation availability Source: Field Survey study Fig 4-30: daily transit system used by respondents Source: Field Survey study 1.6. On-street parking Most of residential buildings are not provided with underground parking, parking lots are only at commercial centers. Therefore, residents Fig 4-31: On Street Parking

21 are forced to park their cars on street (Fig 4-31). The problem is most of residents find it unsafe to leave their cars on street because of high crime rates and increasing robberies % of respondents park their cars on street because there is no other possibility. However, fig (4-32) shows that this percentage can be increased to 94.1% only if safety and security increased. 5.9% 41.2% 58.8% 94.1% on street garage possible not possible Fig 4-32: where residents park their cars current state Source: Field Survey study Fig 4-33: on street parking possibility if safety is provided Source: Field Survey study 1.7. Sustainability Most of streets are tree lined and green areas are available, however, few neighborhoods like 11 th neighborhood has no green spaces at all. Another problem Fig 4-34: Green areas & garbage dumpster

22 is the ineffeciency of the green buffer zone around the city, the seasonal wind causes a road blockage every year. On city level there is a garbage system (private combany collect it from dumpsters), but there is no any energy conservation strategies, like micro climate treatment, landscape treatment etc. 83.9% 16.1% not available available Fig 4-35: Garbage collecting system availability Source: Field Survey study 1.8. Increased density The average residential density is 19 persons/acre. However, people actually are concentrated in Low Income Neighborhoods (6 th, 12 th neighborhoods and youth housing project) which are just next to the industrial zone. In this case, density increased to Fig 4-36: High level neighborhood with medium density the extent that causes traffic jams, overloaded infrastructure etc. at other neighborhoods (7 th or high level neighborhoods) density is relatively high, without any major side effects. On the other hand, new extensions to the north (youth housing projects but for high income nuclear families) are very low density to support diversity.

23 1.9. The neighborhood is organized to be self governing 6 th of October city governing is on city as a whole level, which means an administrative body managing all development sectors, and it is controlled by central government. On neighborhood or district levels, central administration is also in charge with every little detail. From resident s interviews, 83.9% of 16.1% 83.9% not possiple possible Fig 4-37: respondents possibility to participate in self-governing processes respondents would like to participate in a non-governmental group, to help the administration with maintenance, security, and other issues.

24 2 New Cairo City Location: to the East of Cairo, bounded to the west by Cairo ring road, to the north by Cairo-Suez road and to the South by Quattameia - AinSokhna road. Total area: acres Built up area: acres Residential area: acres Target Population: 2 million Inhabitants, after extension population should reach 4.9 million inhabitants Target gross density: 29.8 persons/acre Target residential density: 46 persons/acre Accomplished population 2004: inhabitants Accomplished gross density 2004: 4.47 persons/acre Accomplished Residential density 2004: 6.9 persons/acre Fig 4-38: New Cairo city Location Sour

25 In 1982, 3 communities were built to the east of the ring road around Cairo, as a part of larger urban development strategy aiming to reduce pressure on Cairo metropolitan region (Fig 4-39). 1 st, 5 th, and 3 rd communities were planned to reduce density in slums area like (Ezbet al-hagana), and also reduce urban growth on agricultural land in (Marg and Ain Shams). Therefore, housing projects in those 3 communities were targeting slums residence, workers, and low income employees. New Cairo city was initially formed around those three communities and extended to include several housing projects (Fig 4-40). In late 90s, the city extended to the east, its area was almost doubled and new extension areas were established (Fig 4-41). The problem is that New Cairo city turned to be city of the patches, each patch is isolated as a 1 st community 5 th community 3 rd community Fig 4-39: New Cairo city in the 80s Source: New Urban Communities Authority Residential use Service centers Open green areas Recreational use Industrial use Special uses Fig 4-40: New Cairo city in the 90s Source: New Urban Communities Authority

26 standalone community. That incoherent pattern evolved due to three main causes; first, planning of New Cairo was not according to long term strategy, the plan evolved when every few years a new decision is made to extend or rezoning plan. Second, the absence of general guidelines for buildings and neighborhoods design. Third, private investors bought large divisions of land and started to construct different projects, investors projects varied from gated compounds to employees housing 1 (Fig 4-42,43), with the absence of general guidelines, each housing project came up to be isolated from its surrounding. Besides, the city initially was targeting low income families and workers, since mid 90s, most of new housing project is targeting high income families or individuals, that led to imbalanced, fractured, and incoherent plan. Residential use Service centers Industrial use Recreational use Special uses Open green areas Future extension Fig 4-41: New Cairo city Master Plan year 2000 Source: New Urban Communities Authority 1 Usually in new cities, corporations build housing project for their employees close to main headquarters

27 Fig 4-42: Mirage City Gated community at New Cairo Fig 4-43: Syndicates housing the 3 rd community Imbalance is the only word that can describe the huge difference between two districts in the same city. This difference is extensively illustrated in the next section; the research is comparing the urban conditions between high level compound such as (Al Rehab), and the 1 st community as it is Fig 4-44: Locations of Al-Rehab (to the east) & the 1 st community (to the west) Source: Researcher combined of youth and low income families housing projects. The research is not dealing with management issues or comparing private sector investment with governmental projects, urban conditions should follow definite guidelines regardless project scale, target groups, or urban management approach. For that matter, comparison is based only on physical urban conditions and requirements. A field survey study was applied on 66 samples, 30

28 samples of 1 st community residents, and 36 samples of Al-Rehab residents. Fig 4-45: 1 st community master plan Source: New Urban Communities Authority Fig 4-46: Al-Rehab master plan Source: Talaat Mostafa group 2.1. Walkability In terms of walkability, walking distances in both Al-Rehab and 1 st community are higher than quarter mile (Al-Rehab: from 370 m to 750 m, 1 st community: from 250 m to 1130 m). However, spatial organization of public uses especially the commercial use has a great effect on walking distances ranges. In Al-Rehab case, linear services center is causing walking distances to be almost equal from each neighborhood to city center (Fig 4-48). On the other hand, in 1 st community case, walking distances ranges differ significantly from neighborhood to another (Fig 4-47), commercial centers are distant and hardly sufficient. For that reason, residents began to transform the ground floors in residential area into commercial use to reduce walking distances and provide their daily needs. Figures 4-49 and 4-50 show that field survey results are complying with the physical analysis results, 46.6% of 1 st

29 community respondents claimed that their neighborhoods are not walkable, comparing to only 16.7 % of Al-Rehab respondents. 440 m 800 m 1030 m 680 m 200 m 550 m 460 m 550 m 530 m 330 m 250 m 770 m 450 m 340 m 400 m 1130 m 750 m 530 m 550 m 500 m 370 m Fig 4-47: Walking distances Source: Researcher Fig 4-48: Walking distances Source: Researcher 16.7% 46.6% 53.4% 83.3% not walkable walkable not walkable walkable Fig 4-49: 1 st community, walkability, current state Source: Field survey study Connectivity Fig 4-50: Al-Rehab, walkability, current state Source: Field survey study In both cases, street networks separate pedestrian from car movement. Therefore, street network depends on cul-de-sac system (Fig 4-51) to create pedestrian routs in each block. However, in 1 st community, pedestrian routs are paved and elevated 3 steps from

30 the street, at Al-Rehab, routs are integrated landscape element within larger green network. Fig 4-51: Street network in both communities Source: Researcher depends on cul-de-sac system As the case in all Egyptian new cities, road network is designed according to rigid hierarchy, from ring road to main road to secondary road to local residential streets (Fig 4-52). Fig 4-52: Street hierarchy in both communities depends on rigid system Source: Researcher

31 2.3. Pedestrian friendly street design Human scale street design Human Scale can be seen in both cases but for different causes, low cost housing projects designs in the 1 st community need to be compacted for feasibility reasons. For Al-Rehab case, raising quality of life was one of the main objectives of the new community, and that can be achieved by creating human scale public and green spaces. Fig 4-53: human scale residential block in both communities- Al-Rehab to the right, 1 st community to the left. 13.3% 86.7% 40.0% 60.0% 73.4 % 26.6 % not treelined treelined car no car Possible Not Possible Fig 4-54: 1 st community - human scale, current state Source: Field survey study Fig 4-55: 1 st community - Car owners how are ready/not ready to walk Source: Field survey study

32 0.0% 33.3% 27.7 % 100.0% 66.7% 72.3 % treelined not treelined car no car Possible Not Possible Fig 4-56: Al-Rehab - human scale, current state Source: Field survey study Fig 4-57: Al Rehab - Car owners how are ready/not ready to walk Source: Field survey study From social survey, only 13.3% of 1 st community respondents claimed that their routs to neighborhood center is shaded and treelined, and 72.3 % of car owners are ready to leave their cars and walk to their daily needs if streets are shaded and human scaled (fig 4-55). In Al-Rehab case, although all neighborhoods are human scaled, 27.7% of respondents claimed that it is not possible to leave their car and consider walking a possibility Creating public spaces, plazas, green areas In 1 st community case, some neighborhoods are absloutly deprived from green spaces, all neighborhoods suffers lack of well defined open public spaces. Open spaces between residential buildings are residual areas, and open space infront of public uses; such as mosques and schools, are an area to dump construction wastes and residents garbage (Fig 4-59). Public and green spaces are important features at Al-Rehab, each residential block has its own green space accesed from the

33 street or from buildings ground floors, open spaces within shopping and entertainment zones are well designed and landscape treated (Fig 4-58). Also, green network is connecting block centers and different uses. Fig 4-58: Al-Rehab food court a well designed open public space attract people even from Cairo Fig 4-59: open spaces at 1 st community bare or residual lands Source: Researcher daily 0.0% 60.0% 40.0% weekly monthly several months 6.7% 0.0% 6.7% No Parks Parks never 86.6% Fig 4-60: 1 st community - people who have parks/no parks at their neighs.& how often they use them Source: Field Survey Study

34 0.0% daily 11.1% weekly 27.8% monthly 16.7% 100.0% several months 0.0% No Parks Parks never 44.4% Fig 4-61: Al-Rehab - people who have parks/no parks at their neighs.& how often they use them Source: Field Survey Study Field survey results also show that only 40% of 1 st community respondents have parks and open green spaces in their neigborhoods (fig 4-60). However, 86.6% of them never use their green open space because it needs restoratnotion or it is deserted and unsafe. In Al-Rehab case, although each residential block is provided with open green space, 44.4 % of respondents never use their green space (fig 4-61), because they don t have time to use it, people who use the green space frequently are mothers with kids or elders. Moreover, resturants an activities at city center (fig 4-xx) is attracting not only Al-Rehab residents, but also visitors from cairo and surrounding communities Safety As mentioned in chapter 2, safety is the result of human scaled and livable design, this fact is quite clear in both 1 st community and Al-Rehab. open spaces and pleasant walking environment at Al-Rehab caused 72.3% of respondents to feel totally safe and secured (fig 4-63). However, mutual security achieved only along city center where mixed and livable activities

35 take place, and the residential zone is provided with security services. On the other hand, from the interviews with the residents of the 1 st community, only 13.4% of them feel safe and secured (fig 4-62). street design and the absecnce of open public spaces do not support mutual security 13.4% 27.7% 60.0% 26.6% 72.3% always sometimes never Fig 4-62: 1 st community - crime frequencies according to respondents Source: Field survey study always sometimes never Fig 4-63: Al-Rehab - crime frequencies according to respondents Source: Field survey study 2.4. Diversity Mixed uses On New Cairo city level, city has a rich mix of activities, universities, international schools, sports clubs, and hotels. Fig 4-64: playgrounds at 1 st community Source: Field Visit

36 At the 1 st community, activities other than housing are: schools, mousques, daily needs shops, and playgrounds (Fig 4-64). However, commercial activities began to appear at the ground floor of the residential buildings (Fig 4-65), due to insufficient services and long walking distances. Fig 4-65: residential & commercial mixed use In Al-Rehab case, different uses are daily needs shops, shopping malls, schools, banks, religious uses, entertainment, and civil services. All uses are concentrated in neighborhood centers (fig 4-66 and 4-67) which together form the city center, housing zones do not contain any other uses except for security booths. Fig 4-66: restaurants and cafes-rehab Fig 4-67: Banks district - Rehab

37 23.3% 16.8% 44.4% 55.5% 27.7% 32.3% no-never sometimes yes-alwayes no-never sometimes yes-alwayes Fig 4-68: 1 st community - Frequency of visiting neighborhood center by respondents Source: Field Survey Fig 4-69: Al-Rehab- Frequency of visiting neighborhood center by respondents Source: Field Survey In 1 st community case, fig 4-68 shows that only 23.3% of respondents are visiting their neighborhood center regulary, and 44.4% of respondents depend on cairo or surrounding communities. On the other hand, 55.5 % of Al-Rehab respondents depend totally on their neighborhood center, only 16.8 % of respondents depend on cairo for their shopping and other activities. Activities at neighborhood center can be categorized into 4 main activities: daily needs shops, elementary school, leisure use (cinema, playgrounds etc), and a religious building. Fig 4-70 and 4-71 shows the most frequently visited uses in both 1 st community and Al-Rehab respectively.

38 70.0% 60.0% 50.0% 40.0% 43.3% 41.6% 46.7% 40.0% 33.3% 46.7% 30.0% 20.0% 15.1% 20.0% 20.0% 13.3% 20.0% 10.0% 0.0% -10.0% daily needs no-never school sometimes lesiure yes-alwayes relegious Fig 4-70: 1 st community - Frequency of using different activities at neighborhood center by respondents Source: Field Survey 70.0% 66.7% 68.0% 60.0% 50.0% 47.6% 40.0% 30.0% 20.0% 26.6% 16.7% 16.7% 31.6% 32.0% 20.8% 10.0% 0.0% -10.0% 6.7% daily needs no-never school sometimes lesiure 0.0% relegious yes-alwayes Fig 4-71: Al-Rehab - Frequency of using different activities at neighborhood center by respondents Source: Field Survey At 1 st community, the most frequently visited uses are religious use and schools then daily needs shops. However, 43.3% of respondents do not benefit from the daily needs shops, and

39 50.0% of children at school age go to school outside the new community. In Al-Rehab case, the most frequently visited uses are religious use and daily needs shops then leisure use. 26.6% of respondents do not benefit from the daily needs shops, and 50.0% of children at school age go to school outside the new community. By investigating how the neighborhood center is fulfilling respondents needs; only 9.90 % of 1 st community respondents claimed that their neighborhood center is fulfilling their demands, and 46.7% of respondents claimed that the neighborhood center is partially fulfilling their requirements. On the other hand, 26.7 of Al-Rehab respondents claimed that their neighborhood center is fulfilling their demands. Although both communities are part of the same city, fig 4-72 and 4-73 show that the satisfactory degree of Al- Rehab residents by their neighborhood center is so much higher than satisfactory degree of 1 st community s residents. Regarding the spatial organization of mixed activities, fig 4-74 and 4-75 show that only 22.8% and 36.6% of 1 st community and Al-Rehab respondents prefer distributing activities along shopping streets within the residential use to create safer environment. 22.8% 36.6% 77.2% 63.4% shopping street neigh center Fig 4-74: respondents preferences in shopping street or concentrating uses at neigh or city center Source: Field Survey study shopping street neigh center Fig 4-75: respondents preferences in shopping street or concentrating uses at neigh or city center Source: Field Survey study

40 Mixed housing As the case in all Egyptian new cities, different housing types if there any are isolated from each other, Al-Rehab city offers apartments, single, and semi-detached family houses. However, they are seperated in different neighborhoods, all individual buildings of the same type are typically the same (Fig 4-77,78). Housing types at the 1 st community are youth apartments and low income family apartments, both are low cost housing, a repeated prototype (Fig 4-76), and seperated in different neighborhoods. Fig 4-76: low cost housing buildings Fig 4-77: Rehab similar residential buildings Fig 4-78: Rehab single family houses

41 2.5. Smart transportation Both communities are connected internally and with central Cairo, the difference that Al-Rehab city is providing private shuttle buses reaching main streets in Heliopolis and Nasr City, and smaller buses to serve residents inside the community. In 1 st community, public transportations and microbuses are provided to serve residents inside the community, and also linking them with Central Cairo. Fig 4-79: 1 st community public transportation Fig 4-80: Rehab shuttle bus 20.0% 38.9% 23.3% 56.7% 61.1% Car Pub.transit Taxi Fig 4-81: 1 st community - daily transit system used by respondents Source: Field Survey study Car Pub.transit Fig 4-82: Al-Rehab - daily transit system used by respondents Source: Field Survey study

42 100% of respondents in both communities are serviced by public transportations. However, fig 4-81 and 4-82 show that car is dominating the transit patterns, and walking is not considered as an alternative % of Al-Rehab respondents depend on public transportation, comparing to 23.3 % of 1 st community respondents On-street parking In 1 st community case, less than half of residential blocks are served by parking lots; on street parking is therefore an option where parking lots are not available (Fig 4-83). In Al-Rehab case, every 4 or 5 residential or public building share a parking lot (Fig 4-84), on street parking is not considered, and underground parking is provided only for shopping malls. Field survey study results are complying with the physical analysis results, 100% of 1 st community respondents park their cars on street, and 95% of Al-Rehab respondents park their car in blocks parking lots. Fig 4-83: 1 st community on street parking Fig 5-46: Parking lot Al-Rehab Fig 4-84: Parking lot Al-Rehab

43 2.7. Sustainability Both communities have a garbage collecting system (private combany collect it from dumpsters). Al-Rehab city is applying several energy conservation strategies, like micro climatetreatment, landscape treatment etc, all streets are tree lined, and a green network is integrating different uses and open spaces (fig 4-85). On the other hand, Fig 4-85: Al-Rehab Green Network 1 st community suffers a lack of green spaces and other energy conservation strategies. From the field survey study, 100% of both communities respondents are serviced by garbage collecting system. Fig 4-89: Garbage dumpster - 1 st community (to the left) & Al-Rehab (to the right)

44 2.8. Increased density The average residential density on New Cairo city level is 46 persons/ acre. However, due to the huge difference between housing levels, density in low income neighborhood can reach 120 persons/ acre, and in high level gated compound it could be reduced to 15 persons/ acre. Both high and low residential densities can be considered a problem, very high density causes extra overload on infrastructure, social problems due to high person/room ratio, and traffic jams. Very low density does not support diversity, and causes higher costs for roads and infrastructure The neighborhood is organized to be self governing Although, New Cairo City has an administrative body controlled by central government, city governing is not on city as a whole level. The role of city s administrative body ended after dividing lands on private investors. Therefore, New Cairo city governing is on district level, on that level each private investor run and evaluate the development process on market basis, in the way that can achieve maximum profit. On the other hand, low cost housing projects are managed by central government, that difference is quite clear in both Al-Rehab and 1 st community. No self-governing approach can be detected in both cases; fig 4-90 and 4-91 show respondents readiness to participate in self governing process.

45 20.0% 33.3% 80.0% 66.7% not possible possible not possible possible Fig 4-90: 1 st comm. respondents possibility to participate in self-governing processes Fig 4-91: Al-Rehab respondents possibility to participate in self-governing processes

46 3. City of 10 th of Ramadan Location: 46 km from Cairo, on Cairo-Ismailia road. Total area: acres Built up area: acres Residential area: 6367 acres Target population by year 2000: inhabitants Target gross density: 25 persons/ acre Target residential density: 78.5 persons/ acre Accomplished population 2004: inhabitants Accomplished gross density 2004: 9.75 persons/ acre Accomplished residential density 2004: 30.6 persons/ acre Fig 4-92: 10 th of Ramadan city Location Source: New Urban Communities Authority

47 In 1977, 10 th of Ramadan city was planned as the first new community in Egypt, its location meant to detach the city from the surrounding urban centers (Cairo, Ismailia, and Belbais), in order to emphasize the idea that new communities should be self-relied, rather than a burden on existing cities. The city originally was planned to be an industrial center for over 1000 factories of heavy industries, along with 6000 acres of residential use and services. Field survey study was applied on 32 samples of city s residents. Residential use Public services Green buffer zone Industrial use Fig 4-93: 10 th of Ramadan city Master Plan Source: New Urban Communities Authority

48 3.1. Walkability on neighborhood level, walking distances range from 300 to 400 m which do not exceed 10 minutes walk (fig 4-94). However, from field survey, residents claimed that some neighborhoods centers are still not existed or inefficient, so they have to walk to the main city center, which is so difficult for kids and elders. 400 m 380 m 380 m 310 m Fig 4-94: Walking distances Source: researcher Generally, 64.7% of respondents live in walkable neighborhoods (fig 4-95). Assuming that neighborhood are desinged according to walkability limits, 59% of car owners are still not ready to leave their cars and walk to their daily needs (fig 4-96). 35.3% 64.7% 83.3% 16.7% 41.0 % 59.0 % not walkable walkable car no car Possible Not Possible Fig 4-95: walkability, current state Source: Field survey study Fig 4-96: Car owners how are ready/not ready to walk Source: Field survey study

49 3.2. Connectivity On city level, street network is highly interconnected (Fig 4-97), roads are following a definite hierarchy (Fig 4-98), from highway (Ismailia and Belbais roads), to main collectors which act as a ring road for each neighborhood, and finally local residential streets. However, on neighborhood level, hierarchy seems to be inflexible, because it depends on cul-de-sac that collect traffic and concentrate it at only one street, and so on (Fig 4-99). Pedestrian movement is also following the same hierarchy, as there are no separated routs for pedestrian. Fig 4-97: on city level interconnected street network Source: researcher Highway Collector Local street Fig 4-98: on city level interconnected street network Source: researcher To the left: Fig 4-99: on neighborhood level cul-de-sac system Source: New Urban Communities Authority

50 3.3. Pedestrian friendly street design Human scale street design Most of local streets are treelined and human scaled, except for three or four neighborhoods at the low cost housing zone, and main collectors which are totally dedicated for cars. 50% of respondents complained that in summer they have to walk under the burning sun and the hot weather to reach public transportation or dialy needs shops (fig 4-101). Only 41% of respondents are ready to live their cars and walk if streets are shaded and comfortable (fig 4-102). Fig 4-100: residential human scaled street to the right comparing to wide collector to the left. 50.0% 50.0% 83.3% 16.7% 41.0 % 59.0 % treelined not treelined Fig 4-101: human scale, current state Source: Field survey study car no car Possible Not Possible Fig 4-102: Car owners how are ready/not ready to walk Source: Field survey study

51 Creating public spaces, plazas, green areas Every neighborhood center was planned to have a public space surrounded by public uses like shops, mosque, and school. Unfortunatly, all public spaces are just bare lands (Fig 4-103, 104) or open area for dumping trash, all neighborhoods suffers lack of well defined open public spaces. Fig 4-103: open space between school, mosque and shops at youth housing neighborhood Fig 5-104: another open space at Mubarak youth housing project center short building to the left is the commercial center, and the mosque to the right. 16.7% daily weekly 0.0% 21.0% monthly 12.3% 83.3% several months 49.6% No Parks Parks never 17.1% Fig 4-105: people who have parks/no parks at their neighs.& how often they use them Source: Field Survey Study

52 Field survey results show that 16.7 % of respondents are deprived from any green open space (Fig 4-105), 49.6 % of people who have parks in their neighborhood; they use it once every several months, and 17.1% of them do not use it at all (Fig 4-105). People stated different reasons for not using their green space, such as; it is unsafe, it is in a bad condition and needs restoration, or it is empty and deserted Safety From interviews with the residents of 10 th of Ramadan city, only 31.0% of respondents feel safe in their neighborhoods (fig 4-106), the other 69.0% claimed that crimes occur ocasionally because of the lack of any other activities within the residential zones, and also because the dark unlightened streets. 31.0% 69.0% 0.0% sometimes never Fig 4-106: crime frequencies according to respondents Source: Field survey study 3.4. Diversity Mixed uses The city has a rich mix of activities, industrial zone contains more than 1300 factories, Al- Rowad sports club, Technology Institute, banks, and international schools. Fig 4-107: different uses at Mubarak youth housing neighborhood center

53 On neighborhood level, each center contains shops, mosque, and elementary school (Fig 4-107). However, residents tend to merge the commercial use into the residentaintial buildings, in order to create safer environment, and for easier access to everyday needs (Fig 4-108). Fig 4-108: residential & commercial mixed uses 32.3% 16.7% 51.0% no-never sometimes yes-alwayes Fig 4-109: Frequency of visiting neighborhood center by respondents Source: Field Survey 80.0% 70.0% 67.0% 68.0% 60.0% 50.0% 50.0% 40.0% 30.0% 20.0% 32.0% 18.0% 31.3% 18.8% 33.0% 32.0% 10.0% 0.0% daily needs school 0.0% lesiure 0.0% relegious no-never sometimes yes-alwayes Fig 4-110: Frequency of using different activities at neighborhood center by respondents Source: Field Survey

54 Fig shows that only 51.0% of respondents are visiting their neighborhood center regulary, activities at neighborhood center can be categorize into 4 main activities: daily needs shops, elementary school, leisure area (cinema, playgrounds etc), and a religious building. Fig shows that most frequently visited uses are; religious use then daily needs shops. On the other hand, 67.1% of respondents do not benefit from the leisure uses, and 62.6% of children at school age go to school outside the new community. By investigating how the neighborhood center is fulfilling respondents needs; 50.0% of respondents claimed that it is partially covering their needs (Fig 4-111), the other half claimed that they have to depend on Cairo. So, satisfactory degree of neighborhood center is relatively low and need to be improved. Regarding the spatial organization of mixed activities, 68.7% of respondents prefer distributing activities along shopping streets within the residential use to create safer environment (fig 4-112), 100% of car owners prefer concentrating activities at neighborhood center. 50.0% 50.0% no-never sometimes Fig 4-111: Respondents satisfactory degree of neigh. center and activities Source: Field Survey study 68.7% shopping street 31.3% neigh center Fig 4-112: respondents preferences in shopping street or concentrating uses at neigh or city center Source: Field Survey study

55 Mixed housing 10 th of Ramadan city offerd a wide range of housing types, sizes, and prices. Low cost housing is concentrated to the south near the industrial zone, then higher levels gradually distributed to the north. Individual buildings dramatically vary in shapes and colors because there is no general regulations regarding facades finishes or floor heights. Different housing types can share the same districts as the case in the 7 th district (Fig 4-114), the 57 th neighborhood is gated compound of single family houses (Fig 4-115), while the 55 th neighborhood in the same district is dedicated for Mubarak youth housing project (Fig 4-116). Fig 4-113: unregulated individual buildings Al-Yasmine compound Mubarak youth housing Fig 4-114: 2 different housing types at 7 th district

56 Fig 4-115: 57 th neighborhood-yasmine compound for single family houses Fig 4-116: 55 th neighborhood-mubarak youth housing multi tenant buildings 3.5. Smart transportation The city is connected with Cairo, Sharquia, Ismailia, Mansoura, Gharbeya, and Demitta by East Delta Buses Company. Also microbus services are connecting the city with main workers centers in Cairo and Ismailia. Inside 10 th of Ramadan city, microbuses and taxis are available (Fig 4-117). However, residents claimed that microbuses services are controlled by the so-called microbus mafia, it is so expensive, and has no specific routs. Besides, there are several neighborhoods that are not served internally by any transportation. Fig 4-117: Taxi and microbus as transportation means inside and outside 10 th of Ramadan

57 59.8% of respondents complained from lack of suitable public transportations at their neighborhoods (Fig 4-118). From fig (4-119), 41.0% of residents depend mainly on taxis as daily transportation, only 19.7% depend on other transportations like buses and microbuses, and walking is not a possibility even for internal daily traveling. 40.2% 0.0% 22.3% 17.0% 59.8% 19.7% 41.0% not available available Fig 4-118: public transportation availability Source: Field Survey study Car Taxi Pub.transit walking work car Fig 4-119: daily transit system used by respondents Source: Field Survey study 3.6. On-street parking Residential buildings are not provided with underground parking, parking lots are placed at the cul-desac ends which are not covering the required number of parking spaces (Fig 4-120). So, residents are forced to park their cars on-street at Fig 4-120: Parking lots at cul-de-sac end

58 both residential and commercial centers (Fig 4-121). The problem is most of residents find it unsafe to leave their cars on street because of high crime rates and increasing robberies. Fig 4-121: on street Parking 3.7. Sustainability The city sufferes lack of green areas, and abcense of the green zone that buffers city from the industrial zone (Fig 4-122), which means that the city is exposed for air pollution. For that matter, the city council and the Ministry of environmental affairs are working to gether to regulate all the precautions that should be applied on factories to reduce pollutants and its effect. On city level there is a garbage system (private combany collect it from dumpsters) (Fig 4-124), only 85.9% or residents are served Fig 4-122: non-existed green buffer zone between city and industrial zone Fig 4-123: Garbage dumpsters

59 by the garbage collecting system. On city level, there is no any energy conservation strategies, like micro climate treatment, landscape treatment etc. 85.9% 14.1% not available available 3.8. Increased density Fig 4-124: Garbage collecting system availability Source: Field Survey study The target gross density by the year 2000 should have reached 25 persons/acre, with average residential density 78.5 persons/ acre. However, the average residential density in 2004 did not exceed 30.6 Fig 4-125: 10 th of Ramadan city center persons/acre. People are spatially concentrated near the industrial zone in the compacted low cost housing area. Usually, increased density is responsible for many problems like traffic jams. In this case, traffic jams are caused by large number of commuters traveling daily from Cairo or Ismailia to the industrial zone. City originally aimed to provide residence for those commuters, but the urban environment and lack of sufficient infrastructure caused a reverse immigration from the city to the surrounding urban centers.