Looking at this simple grid system we can see that there a large number of possible routes between A and B. Understanding the likelihood of any of these routes being taken is of particular interest in spatial analysis for if we can understand the rules by which individuals choose routes we can begin to make predictions as to the likely distribution of all movement between all possible start and end points within a city.

This image shows the route between A and B with the shortest metric distance.

This image shows the route between A and B with the fewest and least significant changes in direction– i.e the smoothest route.

Through twenty years of academic and commercial research, Space Syntax has shown that individuals choose the most continuous routes between origins and destinations rather than the route with the shortest metric distance. (See: Hillier, B and S Iida. 2005. Network and psychological effects in urban movement. London: Bartlett School of Graduate Studies, University College London).

This pattern can be seen in London, here the West End is shown according to a hierarchy of pedestrian access from red as the most accessible through to blue for least accessible.

…you can see that the spatial structure of the West End has a strong influence on the distribution of retail land uses shown in red.

This relationship persists around the world. These are land use (left) and spatial accessibility (right) images of an area of Jeddah, Saudi Arabia. You can clearly see a strong relationship between the through movement spatial structure commercial land uses shown in red and orange.

The spatial layout of the city is the largest object of human creation – it should therefore be planned as an object in its own right.

An objective spatial model of the area was produced that accurately reflected the isolated nature of the old Sqaure design with the key pedestrian routes identified at the edges of the Square rather than passing through its landscaped heart. The image on the left describes the spatial structure of Trafalgar Square before the redesign, showing how isolated the core of the Square was by passing pedestrians workers and tourists. The image on the right shows how the pedestrianisation of the northern side of the Square and the provision of a central staircase would open up the whole of the area up to ‘through movement’, enlivening the public space and shortening pedestrian journeys.

The dramatic results of design change can be seen in the pedestrian movement observations undertaken after the redesign was completed. The pattern of behaviour has changed in line with the forecast of the spatial model with a much stronger flow of pedestrian movement into and through the heart of the Square.

Trace observations that were also undertaken after the redesign also show higher numbers of stationary workers and tourists enjoying the whole of the Square and traversing the area by going through the site rather than around it.

This growth has occurred without proper water supply, sewage and public transport; likewise, without protection of many important historic buildings. As a result the city suffers from sprawl, decay and pollution.

Much movement in the city is only possible by private vehicle.

Our spatial analysis revealed how the city had developed an imbalanced spatial accessibility pattern that only worked because of the motorways.

The authorities in the city had a strategic choice to either build more motorways or to stop building such fast streets and start building a local infrastructure based on shorter journeys, mixed land uses and public transport.

Using the spatial model we showed how the city would suffer if more motorways were built. As a result of our contribution, the authorities decided to follow the alternative strategy.

A key element of the new spatial plan is the transformation of the many unplanned settlements – or urban villages – that surround the Historic Core.

Our strategy is to connect the strong local movement patterns of the urban villages with the global movement that surrounds them, making the connection with new development that allows trade to occur at their edges.

The Space Syntax spatial model has been used to plan the new land use pattern with retail streets formed along new boulevards, in the historic tradition of street-based trade.

We have helped to create a new public transport network in which routes and stations have been aligned with key accessibility corridors and nodes.

We have identified the location for a major new street, the “Jeddah Boulevard”, which will serve as a new focus for commercial business in Jeddah.

We have created area action plans for several parts of the city, including the Jeddah Waterfront…

The centre is separated by a complex networks of skybridges, subways and un-constituted urban blocks that deters pedestrian movement. According to the supplementary planning guidance from the district borough, of the inhabitants living in the area only 20% of expenditure is being spent within the centre. One objective of redesign has been to increase local spend by up to 50%.

Elephant and Castle was once a burgeoning residential quarter of South London with a strong commercial core many and high density urban character. The centre benefited simultaneously from both strategic communications access to central London and residential suburbs in the South and stood as the integrated core of its local residential community. As can be seen from the map above, the centre was a focus of accessibility at all scale of movement. This meant that local businesses benefited directly from passing trade.

The scale of urban fragmentation that has since ensued can be seen by the comparison of development figure grounds from 1916 and 2005. The close grained nature of the built fabric of 1916 has been undermined through successive wholesale redevelopment and replaced with fragmented, incoherent urban form. Mirroring this evolution has been the increasing prevalence given to facilitating global through movement at the expense of local inter-accessiblity. Movement modes have been physically and functionally separated to the degree that the major public and private transport through routes are extremely difficult to traverse for pedestrians.

The city as a transaction machine The effects of space on social, economic & environmental production KTH School of Architecture, Stockholm 8th December 2011 Tim Stonor Architect & Town Planner | Managing Director t.stonor@spacesyntax.com @Tim_Stonor

Workshop overview 0915 Key principles Street networks and: - movement - land use - land value - crime.   0945 Questions & discussion   1000 Case studies Case studies at different scales: - public spaces - major streets - neighbourhood plans - urban strategies. 1045 Questions & discussion 1115 End

Part one Key principles

What is the city for?

What is the city for? The city is not for congestion

Congestion The goal of advanced civilisations?

What is the city for? Transaction Social Economic Environmental Towns & cities are transaction machines

How do these transaction machines work?

What goes where & how does it connect people together? A definition of urban design

Multi-mode Public, private Multi-scale Macro, meso, micro Multi-active To, through & within Fundamental urban design principles

CAUPD © 2009 Looks nice But will it work?

Academic & professional silos BUILT ENVIRONMENT Architecture Town Planning Transport Planning Urban Design Landscape Architecture ECONOMICS Urban Economics SOCIAL STUDIES Social Anthropology Criminology The perils of taxonomy

Failed urbanism

Architecture Town Planning Urban economics Criminology Urban Design Transport Planning Landscape Architecture Social Anthropology Space Space/form Function Design The common domain of space

UCL Space Syntax Laboratory Fundamental research Teaching Technology development Space Syntax Limited Strategic consulting Internship Technology development People Ideas Questions Research & practice A process of mutual exploitation

Urban space So what Space is invisible. So, is it: fluffy stuff, only interesting to urban designers? or: a hard-nosed currency to be handled carefully by investors & asset managers?

The spatial layout of buildings and urban places exerts a powerful influence on human behaviour. The way that places connect is directly related to the way that people move, interact and transact. The fundamental role of space

Organise movement Distribute land use Influence crime & safety Affect urban carbon footprint Determine land value Which is the bottom line for property developers and homebuyers alike. Urban space So what can space do?

Moving in space

Movement is the lifeblood of the city. Moving in space

Which is the easiest route between A and B? B A Moving in space

A B Shortest path/least metric distance? Moving in space

A B Simplest path/least angle change? Moving in space

Investigate by observing & recording Moving in space

Create a movement database Moving in space

In brief same input B Observation studies show that most people prefer simple, more direct paths over complex, indirect paths – even if the complex path is shorter. A B A Most people prefer simplest paths Moving in space

Urban functioning Pedestrian flow scan Tower Hamlets People per hour 450 to 900 250 to 450 150 to 250 100 to 150 50 to 100 0 to 50

Urban functioning Vehicle flow scan Bloomsbury

Measuring movement Spatial distance Measuring movement

. Describing space Graph theory Two different spatial layouts: Two different graphs:

Total depth = Total depth = 10 0 1 1 1 1 2 2 2 3 3 0 1 2 2 3 3 4 4 5 6 Describing space Measuring depth in graphs 3 1 1 2 2 2 3 1 1 16 Depth is a ‘system metric’ and varies from place to place in the spatial layout.

Describing space Representing simultaneous relations Using colours to represent numerical values provides an effective visualisation of simultaneous relations in spatial layouts.

Tate Britian Layout influences wayfinding

Analysing urban space

Spatial network analysis

Spatial hierarchy in the network

Movement potentials are measured in two ways, reflecting the fact that every trip involves two things. First, selecting a destination from an origin. Deciding where to go. Call it the “to-movement” element of the trip. Mathematicians call it closeness. Two key properties of space To-movement

Second, selecting the spaces to pass through on the way to the destination: selecting the route to get there. Call it the “through-movement” element of the trip. Mathematicians call it between-ness. Two key properties of space Through-movement

Research shows that 60-80% of movement flows are due to the structure of the network, measured by spatial accessibility. More accessible places get more movement Key discovery #1 Spatial layout organises movement

In brief same input Key discovery #2 Spatial layout distributes land use

In brief same input Courtesy of The TLRN Central London Pedestrian Study by Atkins 80% retail located on 20% most spatially accessible streets

Key discovery #2 Spatial layout distributes land use

Area 5 Area 6 Area 3 Area 2 Perth, Australia Property crime analysis Key discovery #3 Spatial layout influences crime & safety

Disconnected, mono-functional grids require users to make a greater number of longer journeys, resulting in increased energy consumed through vehicular movement. Disconnected grids increase travel emissions Key discovery #4 Spatial layout affects carbon footprint

Centre vitality £ % Street quality Property value Residential security Personal safety Urban layout Key discovery #5 Spatial layout influences land value

Each place has a unique spatial signature.

Beijing

Tokyo

Sao Paulo Sao Paulo

Spatial masterplanning Rapid design development & testing

Spatial masterplanning Rapid design development & testing

Spatial masterplanning Rapid design development & testing

Urbanism The largest object of human creation It costs money to provide & maintain. It has a functional impact. Once built, it is hard to remove.

Part two Case studies

Public spaces Bridges Urban gridblocks Areas/Quarters Cities & City regions. Transforming space Scales of intervention

Trafalgar Square, London

Trafalgar Square, London Low levels of space use

Trafalgar Square In 1996, there were pockets of activity on the south-east side of the square.

Trafalgar Square Tourists cross dangerous roads

Trafalgar Square, London Pedestrian survey

Trafalgar Square Visual field from centre of space

Trafalgar Square Visual field from southern island Manipulating spatial networks

© Crown Copyright. All rights reserved. Licence number: LA100032379 2000 Designing for movement Trafalgar Square

Trafalgar Square, London Spatial accessibility model

© Crown Copyright. All rights reserved. Licence number: LA100032379 To Leicester Square & Covent Garden To the South Bank To Buckingham Palace & St James Park To Leicester Square, Piccadilly & St James Design issue Movement was pushed around the edges of the Square by the physical design of the space such as indirect staircase links. Design strategy The design strategy, developed with Foster + Partners, was to bring movement through the heart of the Square via a new, central staircase. Trafalgar Square, London Urban design concept

Before After Trafalgar Square, London Spatial accessibility analysis

Trafalgar Square, London Artist’s impression

First day of opening Trafalgar Square, London

Trafalgar Square, London New central staircase

Shoreditch The new approach to street design Spot the guardrail!

PEDESTRIAN MOVEMENT ALL 12:00 to 14:00 – WEEKDAY DAY 1 - 2003 Designing for movement Trafalgar Square

Pedestrians - Movement Pedestrians - Stationary Designing for movement Trafalgar Square

Observe Explain Forecast Deliver Trafalgar Square, London Spatial design process

Trafalgar Square Aldwych Shoreditch The new approach to street design X crossings Manipulating spatial networks

Elephant & Castle Southern Crossing

Nottingham Old Market Square

Millennium Bridge, London

200 400 600 800 1000 1200 1400 1600 1800 Pedestrian flow 3 3.5 4 4.5 5 5.5 6 6.5 Spatial accessibility R^2 = .89 p = 0.0047 Blackfriars Bridge Hungerford Bridge London Bridge Southwark Bridge Waterloo Bridge Westminster Bridge Urban care process Space/movement forecast

الرؤية تراث تاريخي عريق Jeddah Global location

Growth 60 years ago the centre was a kilometre across

51 km Rapid urban expansion Since then, rapid urban expansion means the city is now 51 kilometres from north to south. Madinah Road Makkah Road

التحديات معاناة المشاة Jeddah Weaknesses sprawl decay pollution

New plan Historic Core Spatial accessibility analysis Motorway city Urban motorway

New plan A car-based plan is socially & economically unsustainable Existing Former plan

Jeddah, Saudi Arabia The disconnect between local and global is hard to see in conventional imagery…

…but is clearly identified by spatial accessibility analysis, with local centres picked out in red and orange, each corresponding to the locations of unplanned settlements. Spatial analysis Local scale

These same local centres “disappear” from the global accessibility analysis, indicating an imbalance in the spatial fabric. Spatial analysis City-wide scale

Historic Core is “choked” by unplanned settlements Al Hindawiyah As Sabil Historic Core Al Amariyah Al Kandarah An Nazlah Al Baghdadiyah Ash Sharafiyah As Sahifah

Haussmann, Paris, France Improvement in access but high level of disruption to existing residents Spatial intervention Aggressive surgery

Jeddah Planning strategy Context-driven layout

Jeddah Planning strategy Context-driven layout

Jeddah Spatial integration of contiguous settlements

Special project development guidelines Primary routes Land use mix Commercial 30% Residential 65% Social Infrastructure 5% FAR 4.5 Plot coverage (ground) 80 – 100% Plot coverage (upper) 50 – 75% Building height 5 – 7 Secondary routes Land use mix Commercial 10% Residential 75% Social Infrastructure 15% FAR 3.0 Plot coverage (ground) 70 – 80% Plot coverage (upper) 50 – 60% Building height 4 - 5 Self organising development guidelines Plot area FAR 60 - 99 sq m 1.0 100 – 299 sq m 3.0 300 – 599 sq m 4.0 600+ sq m 5.0 Jeddah Space-based height/density coding

Flexible range of incrementally implementable solutions that can respond to changing social, political and economic conditions, to produce designs which work with the fundamental patterns of urban sustainability, and address the core spatial problems of the unplanned settlements through minimal disruption. Jeddah Space-based planning code

Globally important routes Connecting locally routes Realignment and extension of intermediary routes Intermediary important routes Roads Locally important routes Strategy Integrate the segregated scales of movement

Route hierarchy according to accessibility Development guidelines Density and building height generation هيئة الطرق حسب وصوليتها ارشادات التنمية توليد الكثافة وأطوال المباني

Building height guideline model Development guidelines Density and building height generation ارشادات التنمية توليد الكثافة وأطوال المباني نموذج ارشادي لطول المبنى

استخدامات المباني Development Specifications Development guidelines Density and building height generation مؤشرات العمران – الواجهة البحرية موجهات التطوير توليد الكثافة وارتفاعات المباني

توليد الكثافة وأطوال المباني نموذج ارشادي لكثافة وأطوال المباني واستغلال الأراضي Urban care process Parametric design Jeddah Central

Recirculate the city with “healthy” movement

Create a public transport system that follows main streets Shared space (pedestrians / buses) Pedestrian Priority area Secondary public transport network Primary public transport network Multi-modal transport interchange Old Airport Waterfront Al Balad Khozam

The outcome Enhanced accessibility, movement & trade Existing The Jeddah Plan Jeddah Boulevard

Line key boulevards with major, street-facing buildings

Suppressed movement economy. Enhanced movement economy. Main street, mixing global & local movement. Fast highways, separating global & local movement. The cost of access Fast highways not “Main Streets”

Align new streets with the Red Sea breeze & shade them

Party walls Privacy/shading screens Continuous facades Shading structures/ privacy screen Shared surface/ Pedestrian priority Building height ranges Vertical land use distribution Accessible roof space Plot coverage ranges On street parking Infrastructure routed below parking areas Active frontages Ground floor setback for shade Overlooking uses Floor to floor heights Plot widths Jeddah Re-creating local, street-based movement

مشروع المركز المدني لجدة تحليل الموقع مكونات الخطة الرئيسية Jeddah Waterfront 500Ha masterplan

Urban care process Analytic design Jeddah Central

Jeddah Waterfront Corridors for transaction

Urban care process Analytic design Jeddah City Plan Existing Former plan New plan by Space Syntax

Agra, India City-wide accessibility

Agra, India Local accessibility

LogChoice800m 迎泽大街 太原站 Taiyuan, China Local accessibility

Urban challenge #2 The rise of fragmented urbanism

Sounds good But will it work? A city with densely built, mixed-use, walkable neighborhoods connected by greenways and complemented by urban gardens and open space amenities.

Fragmented urbanism It’s not so new Skelmersdale, UK

Ebbsfleet, Kent Fragmented urbanism Source: Land Securities

Beijing CBD Networked landscape CAUPD © 2009

Designing for movement Elephant and Castle

Designing for movement Elephant and Castle

Designing for movement Elephant and Castle

1916 Coherent urban layout “The Piccadilly of the south” 2005 Fragmented urban layout - isolated, divided communities - disposable income exodus. Designing for movement Elephant and Castle

Elephant & Castle Defragmenting & Reconnecting

Elephant & Castle Area layout framework

Elephant & Castle Proof of concept – linkage modelling

Elephant & Castle A new ‘High Street’ centre

Elephant & Castle Civic Square

Elephant & Castle Pedestrian flow forecasting

80% say “Yes”

Linkage Layout Land use Landscape Location Design exploitation Pre design potential What is the context like? Where will people be coming from and going to nearby? To what extent can the site act as a piece of connective tissue? What is the potential of the site to connect to the surrounding urban spatial network? Where are the key gateways? What are the key routes and public transport links? How well do the proposals exploit the potential of the site? How well does the spatial layout design create an effective movement network? Are land uses crudely zoned or haphazardly scattered? Or, are they located according to movement potentials? Are the most important attractors in the most accessible locations? How well does the landscape design support the intentions of the spatial layout diagram? Does the landscape design of streets, parks & public spaces encourage social, economic & environmental performance? How well does the design exploit the potential of site?

Tim Stonor Architect & Town Planner | Managing Director, Space Syntax Twitter @Tim_Stonor Blog www.timstonor.com LinkedIn www.linkedin.com/in/timstonor t.stonor@spacesyntax.com www.spacesyntax.com