Subiaco Centro Project - Term Paper Example

?Analytical Paper, Analyzing Subiaco Centro Project from a Theoretical Perspective Theoretical context in which TOD’s are promoted/justified (environmental benefits and economic differences) Transit-oriented development (TOD) basically refers to the high-density development, priority given to the pedestrians, and its location within an easy walking distance of a main public transit stop or station. The high density areas are motivated to be close to the transit nodes and the low density areas far away from these transport nodes. The main aim of these transit oriented developments is to integrate the land use efficiently, to motivate public transport support, and to develop livable communities1. TODs are basically viewed as offering the probability to increase the walking activity, improve transit ridership, accommodate growth, develop interesting places, and mitigate sprawl2. TOD projects involve a number of stakeholders than development projects and they reflect in part the wider involvement of the government funding sources and transit agencies. The stakeholders of TOD have a number of competing and complementary objectives. Objectives that are travel related include: Opportunity increase for the workers and residents in order to meet their daily needs by walking or taking transit. Attraction of new riders to the public transit, and including the choice riders who could otherwise have the choice of driving. Making the access of the transit station to be less reliant of the park-and-ride and become walking oriented. To reduce automobile ownership, associated parking, vehicular traffic necessities that would be otherwise required to support the same level of traditional development. Enhance the environment through energy consumption that is derived from the shifts in commuting, other trip making, access to the station through environmentally travel modes that are friendly, and reduce emissions3. There are non-transportation objectives and they include provision of affordable and desirable housing choices, support revitalization or economic development, enhance quality of life and the sense of community, minimize infrastructure costs, shift the development from the sensitive areas, and reduce sprawl. The motivating factor for most of the stakeholders and in some cases the transit agencies is the financial return associated with TODs. For example, rents are a major supply of non-farebox revenue that is accrued from the development of system-owned land that is adjacent to the transit stations4. Research conducted indicates that the number of the no-car households in regions where public transport is reducing and the high earning households who have cars is increasing. The trend undermines the same findings by Affleck and Haslam Mackenzie. They were able to find out that the TODs attracted the affluent population cohort and squeezed out the people who depended on the public transport and those who would benefit from living closer to the transit oriented development5. Theories Relative to Subiaco TOD The success of Subiaco Centro Transit Oriented Development (TOD) is a factor of the the underlying TOD principles on which it was based. The structure of the project was modeled along a wide range of these principles among them the principle of Diversity of Use. This principle generally means that the program makes use of market synergy of balancing functions so that more people are attracted and retained within the structure of the TOD. In the Subiaco case, the implementers condensed a multiplicity of services from a wide range of sectors for the purposes of efficiency and harmony. Partnerships were created to enable the active participation of the public and the policy implementers to ease the disconnection that had existed before. The second principle on which this project was created was one of compactness. This principle as understood within the context of TOD basically means that the structure of the place is made in a walkable design. This means that the physical structure must be tight and precise to accommodate the high activity level in mass. Subiaco achieved this status by undergrounding the railway station. This was done so that a strong axis could be achieved between the north and south. Undergrounding the railway station also made it easy for the establishment of new projects close to the station itself. For instance, there was a new road created which linked the development area to the regions close to the sea. Another aspect of compactness is that it generally creates a cost effective employment system because the central area of development is situated next to a medium density population zone. Perhaps one of the most important principles of TODs is accessibility. This theory emphasizes the primacy of the pedestrian environment within the TOD structure. Although sufficient provisions have been made for secure parking and space for nearly all forms of automotives, the planning of the Subiaco Centro has been made in a way that privileges the interest of the pedestrians above those of the automobiles. The result has been that Subiaco Centro enjoys an ambience of relative calm and harmony when compared to other urban establishments in and around Australia. The supporting idea of this principle is the need to privilege the comfort of that human agent above that of other systems that may coexist with him in his environment. In this manner it might be argued that Subiaco Centro when viewed within the larger context of human existence becomes a planning attempt to recall an ideal natural environment that vibrates with cosmic order. Intensity principle within the context of TOD means that the center of the town becomes the focal point of the community. In the case of Subiaco, the arrangement is that the most important amenities are at the heart of the town. This has enhanced the levels of efficiency between the town and the community. Functional linkages are another principle that affects the success or failure of a TOD. This principle works through the organizational structure of Subiaco in a manner that allows the different sectors of the society to operate along the common board that allows for the mutual exchanges of services and systems. Another important attribute of TOD is positive identity. This principle encourages the celebration of the town’s cultural identity in a manner that improves the relationship between the different levels of the community. Intergration of Land Use and Transport On the matter of integration of land use and transport the Subiaco Centro TOD has managed to arrange its infrastructure in a way that guarantees the efficient delivery of services to the general population. Subiaco managed to gradually transform itself from its image as a train station to a flourishing destination of mixed uses. The actors in the making of the TOD have argued that the infrastructure for its making was always available but only awaited permit, good will and consensus. The transforming the area from its original utility as a train station into other uses was the landmark decision that created one of the world’s unique and lavish modern habitation site. The positive growth of Subiaco is illustrated by the exponential rise in density that has resulted in the transformation of the area into one of the most favorite habitation sites in Australia. In the year 1999 there were no dwellings in Subiaco, but by the year 2005 the created settlement had attracted 1500 dwellings. The appropriation of the land for dwelling was such that there were 150, 000 meters square commercial floor space while another 9000 meters square was for retail purposes. The use of railway usage had increased by 90 percent. Today the planners of the project are considering the need to set up minimum average densities. In terms of transport the system has been made in such a way that every form of transport has its designated area that has been made to suit the purposes of efficiency and ease of transport. The utilitarian aspect of Subiaco has been structured in such a way that it needs a supporting center. Some of the methods that have been used to allow for efficient parking are the case by case system, the teaser parking system, the determination of parking costs in terms of duration and the break rules. The lessons from Subiaco TOD seem to suggest that the designing of transit should be done with development in mind. The point has often been made that the people who designed Subi were transit engineers before they supplied their plans to civil engineers and the town planners. This aspect of planning a TOD eliminates the possibilities of conflict between the different stakeholders since the transit engineers often provide the most credible system of planning given their knowledge on matters of logistics of transport and efficiency. Even with the seemingly successful planning there have been suggestions that the zoning would have been even more efficient had the civil engineers given a few meters on the East and one meter deeper of the railway. This, they argue would have created more land for the other purposes like it is a fashionable practice with the TODs. The planning outcomes of land use were aimed at leading the design process and not for the purposes of the transit routes. Generally Subi was planned for a mixture of uses with regard to the many aspects of development that have arisen from the intricacies of the plan. In terms of planning Subi has adopted the vertical mixed plan which is more flexible and specifically fitting given the unique structure of the land where it is situated. One important feature that highlights the uniqueness of Subi as compared to other urban establishments in Australia is that it is not affected by the arbitrary plot ratios. Subi Centro TOD has also come under sharp focus for civic involvement owing to demands by the civic authorities that the developers pay for civic uses of the selected facilities within the TOD. There are a wide range of centers that offer services that fall within the range of civic uses. Confusion has, however arisen because the people and the stakeholders have not been able to agree easily on what exactly should comprise the payments for civic uses as the case might be. Questions have also been raised on just how much more of open spaces would be fitting for the TOD. But both sides of the argument have acknowledged the difficulty in creating more room for civic uses. Subi Centro is one of the most successful examples of urban projects. Suggestions have been that the same project which many urban planners credit in terms of success be tried in a suburban location. The creation of a TOD within an urban precinct has its strengths and weaknesses that may not exist in a suburban environment. However important features of a TOD must be understood in the appropriate context so that its unique station within the context of human settlement and activities might be appreciated. First of all TOD is not a real estate development but rather a public policy. The successful planning and implementation of a TOD deserves that there should be reserves to would ensure right uses of land. Protection of infrastructure and support from the state are some of the fundamental aspects of a TOD. From these discussions some salient characteristics of TODs can be deduced in context with the Subi Centro system. The transport systems were first managed by the undergrounding of the railway system so that more space was created from the establishment of supporting systems. This initiative was made possible by the government’s decision to move its industrial presence to alternative sites leaving a vast space that was appropriated for purposes of stable management of resources. Studies have shown that TODs usually thrive because the planning stage is carried out along very meticulous principles that incorporate the diverse sections of the beneficiary communities and systems. The core principles along which the planning is conducted are informed by the need to foster healthy interactions between the economic and social services. TODs are the crucial answers that can restore order in areas that are faced with pressing social problems. The factors that determine the workability of TODs within an already existing urban precinct like in the case of Subiaco are governed by the interdependence of systems. Public good will, private sector initiative, and government support are the main determinants of the level of success of these systems. The consensus building process was the most difficult phase in the establishment of the Subiaco project. Some of the indigenes of the area remain defiant to proposals for the alteration of the structure of the infrastructural image. The defiance was mostly on the account that the indigenes sought to preserve the status quo of the infrastructure which they considered as a form of heritage and a sense of identity. Another factor was about the usage of land and how the transport system would be appropriated in the wake of increased volume of human activity in the region. Like in any TOD project, major concessions were made, which allowed the different classes of opinion leaders to work jointly on the compromised plan. The unification of the land space was achieved through the undergrounding of the railway station. In this manner more space of land was created which allowed the groups to appropriate it in accordance with the different needs of the groups. Agreements were made regarding the use of land so that there was some sense of communal ownership. Urban Consolidation The urban consolidation systems that were put in place by the joint actors in the creation of the Subiaca as a TOD have created a sense of balance that reflects the image of the unit as a successful metropolis. To the extent that Subiaca is self reliant in the service sector, it might be argued that the threshold of an urban settlement has been achieved. There different aspects of the community have been merged in a manner that suggests that many aspects of the urban life have been reached. Many upcoming TODs have had to contend with pressures of population explosion and the entry of new economic systems within the superstructure of the system. This has often led to the destruction or interference with the effectiveness of some of these systems at their formative stages. But THE Subiaco system has remained a flourishing social and business destination because there have been insignificant interruptions to her foundational model. Defining Elements Transit oriented development (TOD) operates around for major elements that defines the extent of its successful implementation. These elements form a fundamental basis upon which a viable and sustainable program stands. The presence of these elements form the requisite ground for effective take off of any project that falls under the TOD strategy. Transit oriented development is characterized by pedestrian connectivity, mix of uses and a variety of transport means from which town users can select from6. The success of TODs depends on the natural tendency and commitment to transit. The authorities must show and exhibit practically that there exists a long-term commitment to use of the available and anticipated transit facilities. Absence of such commitment clearly subjects the implementation to struggle and possible failure therefore, pedestrians and bicycle users should be encouraged to use the transit facilities provided around high potential, economically viable centre7. Supportive market conditions are another element that supports the initiative of TOD. The area that is under TOD program must indicate future prospects of potential growth. The area to be revitalized should be comparatively potential and competitive when measured against other stations around it. These stations should have substantial land for future expansion or development. To attract a population that is to steer the development of the station calls for the observable features that identify a place as being potential. The leadership of the local area should be respectable and strong enough to steer ahead the policies that are aimed at encouraging developmental projects. Just like any other project, TODs require that there be existence of sound leaders who have the will to develop the region Strategies and effective implementation of the policies is enshrined in the leaders ability to purpose and offer substantial focus. Many projects have failed to deliver their purpose because of inexperienced leadership that lacks the will power. Strategic public policies and tools must be presented to direct development into transit stations and corridors. Such policies should be able to collaborate well to redevelop or bring about reuse of land.TOD assumes an element that Policy guidelines should be instituted to direct the planned development activities of the transit station. What this means is that communities must be motivated by incentive government policies that will connect the neighborhood public with the stations to be developed. If policies that are used are not in any way proactive in nature, then there shall be unprecedented failure of the TOD project thus progressive policies act as key impetus to successful project implementation under TOD. The case of Subiaco connects well with the necessary elements upon which TODs progress. Subiaco has been regarded as one the most successful TOD projects in the world with attractive recreational facilities, parking places and complete ensuite that defines a modern town. This success is linked with the transit oriented development plan that is hailed for its enormous developmental impact in Australia.Sustainable policies has been associated with the strategic growth and success of Subiaco. The City of Subiaco established a new statutory authority, the Subiaco Redevelopment Authority (SRA) after a successful enactment in 1994. In line with the same policy movement, the Subiaco area leadership in conjunction with the Institute for Sustainability and Technology Policy at Murdoch University, established mixed use development a concept that was in line with the Commonwealth Government ‘Building Better Cities Program’ whose sole objective was to promote an integrated urban centres with affordable housing choices. The Subiaco’s local authority operated on the premise of sound and progressive policies that eventually saw it transform itself financially to become self reliant through the established SRA that facilitated an enactment to make its land freehold. This enactment enabled it to sale part of land to realize funds to steer its program. This proactive movement in its policy implementation fitted well with the requisite elements that promote successful TOD. Linking the element of sustainable commitment to transit, there was an elaborate move by the leadership to encourage and promote the local communities to transit using the facilities. This was envisaged in the dramatic improvement of underground parking facility and more so, Subiaco in itself was pedestrian friendly, a factor that was a prime enabler of the commitment to transit. Though there was an extensive commitment by the leadership, conspiracy with its strategic location was the ultimate mix that defines its success. The car parking was structured to discourage vehicular while promoting use of public transit facilities that had been put in place before an elaborate pedestrian system could be implemented Bibliography Bajracharya, Bhishna, N. and Khan, Shahed. “Governance and Implementation Challenges for Transit Orientated Developments: Findings from a Comparison of South East Queensland and Perth Region. In Proceedings 2007 State of Australian Cities Conference (SOAC 2007), Adelaide, 2007. Evans, John. Transit Oriented Development. Washington, DC: Transit Research Board, 2007. Evans, John. Transit Oriented Development. Washington, DC: Transit Research Board, 2007. McKenzie, H., Jumayao, J. and Brunner, Juliet. “Town of Vincent Affordable Housing Strategy.” Bentley, WA, 2008. Curtis, Carey., Renne, John, and Bertolini. Transit oriented development: making it happen (New York: Ashgate Publishing Ltd., 2009),67 Baroukh, Shiran. “Opportunities and Obstacles for Transit Oriented Development in Tel-Aviv. (2009) accessed May 1,2011, http://www.articlesbase.com/environment-articles/opportunities-and-obstacles-for-transit-oriented-development-in-telaviv-1177185.htm Read More