قصر بوقشان الواقع في حضرموت اليمن تم تشييده من الطين عام 1798 يمتد القصر على مساحة 800 متر مربع ويرتفع إلى ثمانية طوابق.
تنتشر هذه التقنية والعادة بين الكثيرين من البلدان العربية ، من سوريا والى المغرب العربي
“صورة مأخوذة من مدينة الإسبانية، وهي مدينة تعود إلى العصور الوسطى. هذا نمط البناء يسمى (الكتف)، كما هو ظاهر في هذه الغرفة الموجودة في الصورة.
تجد مثلها في شوارع المدينة العتيقة تطوان. في مدينة تطوان، كان يُبنى مثل هذه الغرفة كهدية من الجار إلى الجار إذا أقبل على زواج إبنه ولم يكن لديه مساحة كافية في البيت.
يتكرم عليه الجار ببناء غرفة أو صالة ملتصقة بمنزله، كهذه التي في الصورة، ونرى العديد منها بين أزقة المدينة العتيقة في تطوان، حيث تشكل ممرًا مغطى من الأعلى.
In our Urban Design course, we heard a name a lot: Patrick Geddes and his Valley Section. So, for this post I wanted to do some research on him and Valley Section as well.
Patrick Geddes was a Scottish biologist, sociologist, geographer, philanthropist and pioneering town planner. He is known for his innovative thinking in the fields of urban planning and sociology. He introduced the concept of 'region' to architecture and urban planning.
His ideas on 'region' showed itself in the Valley Section of him. In the Valley Section, it combines physical condition and their biological associations.
From my point of view in first glimpse, we observe a valley drawing and some shapes under the valley. In upper part of the drawing, we can see the valley with different types of plants and so on. There is also a place, most probably a village, and the sea. For the shapes that are placed in the bottom, they represented the occupations for humans. So, we can say, the section shows how patterns of settlement are related to those topography.
Since we mentioned in the course, I also wanted to do a research on Alison – Peter Smithson approach for the Valley Section.
Alison – Peter Smithson were English architects and a member of Team 10. They influenced by Geddes' Valley Section. They used the valley section for designing a range of house types to suit different communities: the hamlet, the village, the town and the city. They tried to emphasize different solutions for different scales by interpreting the Geddes' Valley Section.
بدأت العمل منذ عام 1998 قبل أن اتخرج من الجامعة وتعاملت مع عملاء من كل الشخصيات والأطياف وتعلمت أنه ليس من الحكمة أن تقفز للعمل مع أي عميل، بل يجب عليك أن تختار عملاءك تماما كما يختارونك. إليك بعض أنواع العملاء الذين في الغالب أعتذر إليهم وأمتنع عن تقديم الخدمة
العميل الشكّاك
هذا العميل ييبقى دائماً يتساءل في قرارة نفسه عن قدراتك و إمكانياتك في العمل حتى بعد توقيع العقد والبدء في العمل. سيرهقك دائما بالكثير من الأسئلة التي تشكك فيك وفي فريقك وفي طريقة عملكم و إنجازاتكم. إذا لم تكن واثقاً بالعمل معي منذ البداية فالأفضل ألا توقع معنا
العميل أبو العرّيف
هذا العميل يعتقد أن يعرف أكثر منك وأنه أذكى منك ولديه خبرة طويلة أكثر منك وعندها تتساءل بينك وبين نفسك فلماذا أتيت إليّ طالما أنك تدعي أنك تعرف كل شيء غالباً هذا العميل اسأله بعض الأسئلة المحرجة التي تبين له أنه لا يعرف الكثير من الأشياء ثم أتركه يفكر براحته
العميل البخيل
هذا العميل سيحاول كل جهده أن يجد أسباباً لخصم اي مبلغ من مستحقاتك أو تأخيرها. يعتقد أن الموضوع شطارة وفي الحقيقة هو يسيء لنفسه ولسمعته وسمعة عمله كثيراً، وغالباً سينعكس الأمر سلبياَ على معنويات وحماس الفريق ويتركز عملهم على الانتهاء من المشروع ومغادرته في أسرع وقت
العميل اللحوح
هذا العميل يريد أن يجلس معك في كل كبيرة وصغيرة ولو استطاع ان يذهب معك إلى دورة المياه لفعل. يخاف كثيراً ويسأل كثيرا ويطلب كثيراً ويتعبك كثيرا كثيراً
العميل الشاطر
هو العميل الذي يحاول أن “يتجسس” على عملك وفريقك ويطلب منك ملفات ومصادر ومعلومات ليس لها أي علاقة بالمشروع، وعلى الرغم من أن الشطارة وحب التعلم شيء إيجابي عموما لكن هذا العميل سيعيق العمل كثيراَ ويتعبك كثيراً
في النهاية سواء كنت عميل أم مقدم خدمة ضع في ذهنك أن العلاقة يجب أن تبنى على اساس علاقة رابحة للطرفين win-win ولا يمكن لطرف أن يستغل الطرف الآخر، لأنه بشكل أو آخر سينعكس الأمر على كل الأطراف
ودمتم سالمين
https://bayhaspm.com/
Bangkok is sinking, and fast.
40% of Thailand's capital city could be flooded by 2030 according to the World Bank, making flood resilience vital now more than ever.
To help solve the city’s flooding problem, Bangkok is turning to city forests to soak up excess rainwater runoff.
A key example is the 41-hectare (102-acre) Benjakitti Forest Park built on the grounds of a former tobacco factory. Filled with wetlands, ponds, and native plants, the forest is designed to retain 87 million litres (23 million gallons) of water, helping to absorb excess rainwater, reduce urban flooding and promote biodiversity
This nature-based solution is a critical example of how cities can tackle the climate crisis through local adaptation and mitigation strategies.
Bangkok’s green spaces are doing more than beautifying the city - they’re protecting its future. Cities around the world must take similar steps to safeguard their communities from climate impacts. Join the conversation at WUF12 to explore how local actions like these can drive change on a global scale.
wuf.unhabitat.org/wuf12
World Urban Forum
(source: https://loom.ly/oiDCB8c; image from Turenscape)
How can more pedestrians, cyclists, and public transit-oriented development help support the growth of tourism areas in cities?
There is a crucial
role for sustainable transport options in facilitating and encouraging
more urban tourism. Intracity travel is, of course, essential in tourism as it
involves moving people to and from busy hubs (tourist sites or hotels) who may
not be very familiar with the locale. Apart from tourism management, the
most crucial factor in the development is the quality and accessibility of
transport infrastructure like buses, rail, and walking and cycling networks.
Public transport can often be considered the most suitable mode for tourists
and popular areas because it is accessible to everyone and can move large
amounts of people quickly – relative to individual cars or vehicles – allowing
more ease of access to primary destinations.
Besides public transport, a 2021 World
Bank report suggests that focusing on active mobility infrastructure
like walking and cycling offers a variety of social and economic benefits to
tourists and residents alike, and better infrastructure can increase positive
perceptions of a city. For instance, surveys
in a historic area in Istanbul, Turkey found that 68% of visitors felt
more comfortable and 66% spent more time in the area after pedestrian
improvements. Active mobility thus can also generate significant economic
impacts from tourists spending more time in a district.
The team at ITDP Indonesia has been assessing such outcomes in
their work in the city of Surabaya, Indonesia, home to nearly
three million people, to understand the effects of improvements
to street and mobility networks on the city’s primary historic and tourism
district.
When ITDP Indonesia began working with the City of Surabaya to assess
its Old Town in 2023, there was much room for improving street networks for
pedestrians and cyclists.
The Case of Surabaya’s Old Town
Old
Town is a district in the city known for its diverse architectural
buildings, culinary spots, and historic cultural activities. This area has been
recognized as a Strategic Socio-Cultural Area in
Surabaya’s RPJPD development
plan for 2005-2025 and designated as a cultural heritage site by the Surabaya
Cultural, Youth, Sports, and Tourism Department. With this historical and
cultural heritage, the area holds significant possibility as a tourist
destination. To maximize the potential in Surabaya’s Old Town,
infrastructure development that caters to pedestrians, cyclists, and public
transport is essential. The Surabaya City Government began a revitalization
project for the Old Town in 2023, aiming to improve accessibility and enhance
its appeal to tourists and residents alike.
In 2023, ITDP Indonesia had the opportunity to collaborate with
the Surabaya City Government on the development of the Old Town area, providing
recommendations for planning and construction with a focus on enhancing
connectivity through sustainable transport modes. When visiting the Old Town
area, ITDP identified that promoting the use of public transport and
encouraging the expansion of non-motorized transport networks was crucial to
the area’s future growth. Encouraging more non-motorized transport like walking
and cycling ultimately helps reduce pollution, increase safety, and enhance the
area’s overall comfort for people to want to spend time there.
The ITDP team surveying Surabaya's Old Town to develop recommendations
for sustainable mobility improvements.
ITDP Indonesia engaged with city agencies related to
transport, planning, tourism, and culture on opportunities for improved
mobility in Old Town.
On-the-Ground Research
Understanding the perspectives of various stakeholders involved in the
development of this area — including residents, visitors, locals who live and
work within the area, and expert planners — was key to formulating
recommendations for the re-development of the Old Town area. During the
discovery phase, ITDP engaged with several government agencies related to
transport, planning, tourism, and culture on their views of the current
challenges and future opportunities in the area. These discussions focused on aligning
visions, planning, and actions to ensure cohesive development that meets the
needs of the area’s users, whether they are residents, workers, or
visitors. To dive deeper, ITDP conducted field surveys and gathered
information through discussions and site visits with local communities.
Additionally, surveys and interviews with Old Town Area visitors were carried
out involving local pedestrians and tourism groups.
The team then assessed existing pedestrian experiences and other
development opportunities in various Old Town districts. Through these visits
and surveys, key challenges were identified related to pedestrian
accessibility, including difficulties with crossings and safe pedestrian
pathways. Low safety perceptions among pedestrians were primarily due to the
dominance of motorized vehicles, high-speed traffic, and the lack of clear
signage and lighting. Many visitors end up relying on private vehicles as well
due to the limited public transport options available, compounding the
inaccessibility of the area. Pedicabs, however, were found to be an ideal
development option for tourism in the area because they aligned well with the
historic charm and have zero emissions.
The team also found that there were only two public transport options serving Old Town. Both networks’ stations were not within comfortable walking distance of all parts of the district. This adding more public transport modes and stops serving Old Town could increase visitor numbers and improve connectivity between other neighborhoods in Surabaya. Improving street accessibility is also a crucial element. This includes safer pedestrian facilities on roadways and the addition of comfortable, secure, and inclusive crossing facilities. Interventions to enhance pedestrian awareness should be tailored to each road’s characteristics with comprehensive information systems that relay points of interest, transit options, and tourist routes.
In 2024, upgrades to parts of Old Town include more accessible, connected, and informative infrastructure to support tourism and daily life.
Public transport access, wayfinding, and safer street space is critical
to the future of vibrants streets in Old Town.
Beginnings of a Transformation
ITDP’s report to the city in 2023 synthesized all of the issues from the
stakeholder and user research, presenting six main recommendations that
highlight connectivity, safety, accessibility, and activity improvements within
Old Town. Following these recommendations, the city began detailed planning and
construction in Old Town throughout the following months. ITDP had the
opportunity to attend the launch of the first revitalized sections Old Town in
mid-2024, where they observed that people and tourists felt more comfortable
exploring the area with improvements in bus stops, pedestrian pathways,
roadways, and intersections. Historic streets were enhanced for visitors with
better wayfinding and signage, information on the area, and improved lighting
and landscaping. These efforts to enhance the public and street space
experience in Old Town were tangible and marked the promising start of much
more work to come.
The revitalization of Old Town marks a new stage in Surabaya’s
development with sustainable transport at its core, which in turn can serve as
a model for more Indonesian cities.
