With the consideration of the recurring theme and ideas of .docx

With the consideration of the recurring theme and ideas of “
New Urbanism” and
“Regionalism” as a movement discussed in the documents
provided, please write a short
paper (approximately 1250 words) providing a critique of the
building or design. The critique
must make explicit reference to ideas from the provided
readings (PDFs attached), using
examples and principles to analyze and critique the design of
Vastra Hamnen city.
1250 words
APA citations - refer to and cite the documents provided please.
AHP-*
Oliver Yu © 2020
QUANTITATIVE BUSINESS ANALYSIS
Analytic Hierarchy Process
An Improved Approach for Quantifying Values and Selecting
the Best choice:
Oliver Yu, Ph.D.

AHP-*
Oliver Yu © 2020
OUTLINESimple hierarchical structure for selecting the best
choice
The multi-factor evaluation approach and its major
shortcomings
Analytic Hierarchy Process (AHP): Psychological and
mathematical foundations
The pairwise comparison scale and matrix
Estimating the relative weights of factors from the matrix
Checking the consistency of a pairwise comparison matrix
Making a pairwise comparison matrix totally consistent
A summary example of AHP
Strengths, weaknesses, and major applications of AHP
Homework assignments 2, 3, and 4
AHP-*
Oliver Yu © 2020
SIMPLE HIERARCHICAL AND SYSTEMATIC PROCESS FOR
SELECTING BEST CHOICE
A simple hierarchical and systematic process for selecting the
best choice is the previously-discussed Multifactor Evaluation,
shown here with another example:
Hierarchical Step Hypothetical Example
1. State overall decision Finding the best computer for the
decision- maker
2. Specify key values and Affordability (A), Quality (Q), and
Style (S).
determine the relative The decision-maker qualitatively

assigns
weight Wj of each value j High (H), Medium (M), and Low
(L)
by simultaneous direct weights respectively to A, Q, and S.
comparisons of the values
3. Identify major choices High-end, Middle, and Low-end
computers
and rate the Choice k Affordability Quality
Style
with respective to each choice _____ Initial Ratings
(Rjk)______
Value j by simultaneous direct High-end L H H
comparisons Rjk as shown in Middle M M M
table at right Low-end H L L
AHP-*
Oliver Yu © 2020
SIMPLE HIERARCHICAL AND SYSTEMATIC PROCESS
(concluded)
Hierarchical Step Hypothetical Example
4. Quantify the weights It is not unreasonable to assign
and ratings H=9, M=6, and L=3, or normalized:
H=9/(9+6+3)=0.5, M= 0.33, and L=0.17
5. Determine the Total Score The numerical example is given
below
of each choice through with normalized ratings in parentheses
the weighted average of
the ratings
Value j Afford. Quality Style
Weight Wj 0.50 0.33 0.17 Total Score (Sj
WjRjk)
Choice k Quantitative Ratings (Rjk)_

High-end L=3 (0.17) H (0.50) H (0.50)
0.50(0.17)+0.33(0.50)+0.17(0.50) = 0.33
Middle M=6 (0.33) M (0.33) M (0.33)
0.50(0.33)+0.33(0.33)+0.17(0.33) = 0.33
Low-end H=9 (0.50) L (0.17) L (0.17)
0.50(0.50)+0.33(0.17)+0.17(0.17) = 0.33
The best choice is the one with the highest total score; however,
this approach often results in total scores that are not very
differentiated.
AHP-*
Oliver Yu © 2020
SIMPLE HIERARCHICAL AND SYSTEMATIC PROCESS –
MAJOR SHORTCOMINGS
In this process, the weights of the values or the ratings of
choices with respect to a given value are evaluated by
simultaneous direct comparison. The comparison usually starts
qualitatively then refines quantitatively.
As shown in the previous example, the decision-maker
compares the weights of the three values first qualitatively
through the ordinal scale of H, M, and L, and then
quantitatively as 9, 6, and 3. A similar approach is used for
rating the choices with respect to each value
The qualitative scale can be refined, such as HH, HM, and HL.
The quantitative scale can also be changed to 1 to 5, or 1 to
100, or others.
Major Shortcomings:
Humans usually have only 1.5 digit of precision.It is generally
difficult to differentiate more than 2 factors, especially when
they have weights or ratings relatively close to one

another.There is often instability in the comparisons in that the
weights or ratings may shift when the comparisons are
repeated.There is no way to determine whether the comparisons
are internally consistent with one another.
AHP-*
Oliver Yu © 2020
ANALYTIC HIERARCHY PROCESS (AHP):
Psychological & Mathematical Foundations
Analytic Hierarchy Process (AHP) was developed by Prof. Tom
Saaty of University of Pittsburgh in 1970s by observing the
following psychological and mathematical characteristics in
making comparisons:
The hierarchical structure is an effective way for a person to
systematically break down a large problem into smaller and
smaller sub-problems or factors. However, for the breakdown
process to be efficient, at each hierarchy, the factors should be
easily comparable in weights or ratings; i.e., their weights or
ratings should be within an order of magnitude of one another.
At each hierarchy, humans can differentiate the factors best by
comparing two, i.e., pairwise, rather than more than two at a
given time. Since the comparisons are within an order of
magnitude of one another, a scale of 1 through 9 is appropriate.
Pairwise comparisons of the weights or ratings of factors at a
given hierarchy form a matrix that can be studied
mathematically with precision and consistency by using matrix
theory.
AHP-*
Oliver Yu © 2020
THE PAIRWISE COMPARISON SCALE AND MATRIX

At each hierarchy, the factors, are values, subvalues, or choices
in the decision process, and their weights or ratings represent
the relative degrees of preference, desirability, or importance of
these factors.
Let wjk be the decision-maker’s relative preference of factor j
over that of factor k. A pairwise comparison scale of wjk for
AHP is defined as follows:
wjk = 1 Factor j is equally preferred to factor k
3 Factor j is moderately preferred to factor k
5 Factor j is strongly preferred to factor k
7 Factor j is very strongly preferred to factor k
9 Factor j is extremely preferred to factor k
Even numbers between 2 and 8 are used for in-between
preferences.
Clearly, wjj = 1 and wkj = 1/wjk
Thus, for n factors, the decision-maker needs to make n(n-1)/2
comparisons.
A = [wjk ] is then the pairwise comparison matrix.
AHP-*
Oliver Yu © 2020
ESTIMATING RELATIVE PREFERENCES OF FACTORS BY
ROW AVERAGING
For n comparable factors, V1, V2, …, Vn, in a hierarchy of
factors, we can create a nxn pairwise comparison matrix [wik]
by defining wik, the element on the j-th row and k-th column of
the matrix, to be the comparative or relative degree of
preference of Vj to that of Vk for a decision-maker, in that, if

wik > 1, then Vj is more important than Vk, and vice versa.
By definition, if the comparisons are totally consistent with one
another, then the columns of the matrix will be proportional to
or multiples of one another.
However, a decision-maker’s perspectives from different factors
are often not totally consistent. A simple smoothing process can
be used to reduce the errors from these inconsistencies by first
normalizing all values in the each column and then dividing the
sum of the normalized values of each row by the number of
columns, as shown by the formula below, to produce the row
average Wj as the relative preference of the j-th factor among n
factors in a given hierarchy:
Wj= Sk [wjk/(Ss wsk)]/n, s = 1,2,...,n; for j = 1,2,…,n
AHP-*
Oliver Yu © 2020
ESTIMATING THE RELATIVE WEIGHTS –
AN EXAMPLE
For the 3 values in the previous example, it is reasonable for the
decision-maker to have the following pairwise comparison
matrix:
Affordability Quality Style
Affordability 1 4 9
Quality 1/4 1 3
Style 1/9 1/3 1
Then the relative weights of the values can be estimated by
Dividing each element in the matrix by its respective column

sum Averaging the ratios of each row, and the row averages are
the relative preferences
For the above example, we have
Affordability Quality Style
Row Average
Affordability 1/(1+1/4+1/9)=0.74 4/(4+1+1/3)=0.75
9/(9+3+1)=0.69 0.73
Quality (1/4)/(1+1/4+1/9)=0.18 1/(4+1+1/3)=0.19
3/(9+3+1)=0.23 0.20
Style (1/9)/(1+1/4+1/9)=0.08 (1/3)/(4+1+1/3)=0.06
1/(9+3+1)=0.08 0.07
These row averages are the relative weights of the 3 values, and
in this way, they are more precise than the respective relative
weights of 0.5, 0.33, and 0.17 obtained by the simultaneous
direct comparison approach.
AHP-*
Oliver Yu © 2020
CHECKING THE CONSISTENCY OF
A PAIRWISE COMPARISON MATRIX
Let l max be the largest eigenvalue of matrix [wik]. If the
pairwise comparisons are totally consistent, then wjk= Wj/Wk
for all j, k, and it can be shown that l max = n. Thus, the
deviation of l max from n can be used to measure the degree of
inconsistency among the pairwise comparisons. Since the
deviation tends to increase with the number of factors n, Prof.
Saaty has constructed a Consistency Index CI = |lmax – n|/(n-1)
that normalizes the deviation. Clearly, a totally consistent
matrix will have CI=0.
max can be precisely determined mathematically. However, it

can also be approximated as follows:
l max = [Sj (SkWkwjk)/Wj]/n
Based on empirical observations of a large number of
comparison matrices, it is determined that if CI < 0.05*, then
the matrix is sufficiently consistent; i.e., Wj’s are close to those
of a similar matrix with CI=0, and the relative weights can then
be used directly for decision-making purposes without
modification. Otherwise, revisions of the pairwise comparisons
will be required for the weights or ratings to be acceptable for
use.
* This is a stronger criterion and can be used without the
Consistency Ratios discussed in the technical article by R.W.
Saaty.
AHP-*
Oliver Yu © 2020
CHECKING THE CONSISTENCY OF A MATRIX – AN
EXAMPLE
For the previous example of the pairwise comparison matrix for
the 3 values:
Step 1. Multiply column i by the Row Average i and sum over
each row
1 4 9 2.16
0.73x 1/4 +0.20x 1 +0.07x 3 = 0.59
1/9 1/3 1 0.22
Step 2. Divide element i of the resulting vector by Row Average
i
2.16/0.73 = 2.96 0.59/0.20 = 2.96

0.22/0.07 = 3.14
Step 3. The average of the ratios in Step 2 is the best estimate
for lmax
(2.96 + 2.96 + 3.14)/3 = 3.02
Step 4. Compute the consistency index CI = |lmax – n|/(n-1),
where n is the number of factors in the hierarchy.
CI = (3.02 - 3)/2 = 0.01
For this example, CI < 0.05, so the level of consistency among
the pair-wise comparisons is acceptable.
AHP-*
Oliver Yu © 2020
MAKING A MATRIX TOTALLY CONSISTENT (New
Materials not in the Module)
If CI > 0.05, then the matrix needs to be modified to be usable.
As mentioned previously, which can also be readily proven, the
matrix will be totally consistent with CI=0 if the columns (or
rows) are multiples of one another. Thus, we can modify an
insufficiently consistent matrix into a totally consistent matrix
by making the columns proportional to one another.
To achieve this proportionality rationally and systematically,
the decision-maker needs to rank order the pairwise
comparisons by the level of confidence in their validity, and
modify comparisons of lower confidence to conform with those
are at higher levels of confidence.
The most confident and valid comparisons are obviously the

unity diagonal elements of the matrix as they are comparisons
of the factors to themselves.
AHP-*
Oliver Yu © 2020
MAKING A MATRIX TOTALLY CONSISTENT – Systematic
ProcedureLet C be the group of pairwise comparisons that have
been accepted as valid and wjk be the next comparison on the
confidence ranking list to be evaluated for validity. If there
exist wjr, wsk, and wsr that are already in C for some r and s,
(i.e., wjk and these exsiting 3 members of C form the 4 corners
of a rectangle or square) then wjk must be equal or made equal
to wjr(wsk/wsr) to ensure column proportionality before it can
be a valid new member of C. On the other hand, if such
members of C do not exist, then wjk is automatically valid and
can be included in C without modification because no
challenges from members of C.Proceed until all comparisons are
members of C.
The two highest ranked non-diagonal comparisons are
automatically valid.
AHP-*
Oliver Yu © 2020
MAKING THE MATRIX CONSISTENT – AN EXAMPLE
For 4 factors A,B,C, and D, a decision-maker has the following
pair-wise comparison matrix and rankings of the confidence of
validity in the comparisons:
A B C D (1) wBD (i.e., comparison value
of B vs D) Highest
A 1 5 1/2 1/4 (2) wAD
B 1 7 3 (3) wAB

C 1 2 (4) wCD
D 1 (5) wAC
(6) wBC Lowest
C will initially include the 4 diagonal elements. Since the top 2
comparisons, wBD=3 and wAD=1/4 do not form rectangles with
any diagonal elements, they will be automatically included in C
as valid. Now, because wAD, wBD, and wBB are already in C,
the next comparison on the confidence list, wAB, must be equal
or made equal to wAD(wBB/wBD) = (1/4)(1/3)=1/12* .
Following this procedure, we will finally modify the matrix into
the following
A B C D
A 1 1/12 1/8 1/4
B 12 1 3/2 3
C 8 2/3 1 2
D 4 1/3 1/2 1
*: In making a matrix totally consistent, the modified
comparison value can exceed the 1/9-9 scale; however, if the
modified value is way out of this scale, decision-maker should
review the appropriateness of the hierarchy and revise
accordingly.
AHP-*
Oliver Yu © 2020
A SUMMARY EXAMPLE OF AHP
Selecting the Best Computer for the Decision-Maker
First determine the weights of the values
Value Affordability Quality Style

Row Av (Wj)
Affordability 1 (0.73) 4 (0.76) 9 (0.64)
0.73 lmax = 3.02
Quality 1/4 (0.18) 1 (0.19) 3 (0.29) 0.20
Style 1/9 (0.08) 1/3 (0.05) 1 (0.07) 0.07 CI
= 0.01`
2. For each value, determine the ratings of the competing
choices
Value Affordability (W1 = 0.73)
Choice High-end Middle Low-end Row
Av (R1k)
HE 1 (0.09) 1/2 (0.08) 1/8 (0.09) 0.09
lmax = 3.01
M 2 (0.18) 1 (0.15) 1/5 (0.15) 0.16
LE 8 (0.73) 5 (0.77) 1 (0.75) 0.75 CI
= 0.005
Value Quality (W2= 0.20)
Av (R2k)
HE 1 (0.46) 1 (0.43) 6 (0.60) 0.50
lmax = 3.06
M 1 (0.46) 1 (0.43) 3 (0.30) 0.40
LE 1/6 (0.08) 1/3 (0.14) 1 (0.10) 0.11 CI
= 0.03
Value Style(W3 = 0.07)
Av (R3k)
HE 1 (0.69) 3 (0.72) 9 (0.56) 0.66
lmax = 3.05
M 1/3 (0.23) 1 (0.24) 6 (0.38) 0.28
LE 1/9 (0.08) 1/6 (0.04) 1 (0.06) 0.06 CI
= 0.025

Numbers in parentheses are normalized for each column.
AHP-*
Oliver Yu © 2020
A SUMMARY EXAMPLE OF AHP - concluded
3. Compute the total score of each choice by the formula SjWj
Rjk
Choice/Rating High-end/Rj1 Middle/Rj2 Low-
end/Rj3
Value and Weight Wj
1. Affordability 0.73 0.09 0.16 0.75
2. Quality 0.20 0.50 0.40 0.11
3. Style 0.07 0.66 0.28 0.06
Total Score Sj Wj Rjk 0.21 0.22 0.57
These total scores are much more differentiated than those
based on simultaneous direct comparisons used in Multifactor
Evaluation.
AHP-*
Oliver Yu © 2020
STRENGTHS, WEAKNESSES, AND MAJOR APPLICATIONS
OF AHP
Strengths:Intuitive, simple to use, and easily
programmableNumerically stable, i.e., not susceptible to small
errorsWidely applied throughout the world

Weaknesses:No time dynamics or feedbacksIn rating the
choices, one may need to compare each choice with a
hypothetical ideal to assure all choices are up to minimum
standard.For resource allocation applications, no sophisticated
relationships between choices and preferences can be developed
or applied
Major Applications:Relative preference estimationResource
allocation in proportion to preferenceProbability forecasting
AHP-*
Oliver Yu © 2020
HOMEWORK ASSIGNMENTS 2, 3 & 4
2. (10 points) Apply AHP to re-develop the weights for the
three values: Affordability, Quality, and Style to HW1a.
Compute CI for the pairwise comparison matrix; if it is greater
than 0.05, then modify the matrix to make it totally consistent.
Compare these weights with the normalized values of the
original weights you have assigned in HW1a, and discuss the
differences.
3. (30 points) Apply AHP to the remainder of HW1a and
compare the resulting total scores of the 3 candidate computers
with the normalized values of the scores you obtained in HW1a,
and discuss the differences and any insights gained.
4. (20 points) For 4 choices A,B,C, and D, a decision-maker has
the following pair-wise comparison matrix and rankings of the
confidence in their validity:
A B C D (1) A vs. C Highest
A 1 1/2 1/3 1/4 (2) A vs. D
B 1 2 4 (3) C vs. D
C 1 1/2 (4) B vs. C

D 1 (5) A vs. B
(6) B vs. D Lowest
Use the rankings as the basis to make the matrix totally
consistent.
4 pages in total
-
2
Chapter 1
Instant Architecture, Instant Cities, and
Incremental Metropolitanism
INSTANT CITIES AND
SUBURBAN RETROFITS
he goal of urbanizing suburbs ca lls into question
many long-standing cultural stereotypes. If cit-
ies are conventionally understood as old places
with new buildin gs versus suburbs as new places
with simu lations of older buildings, how do we
make sense of suburban retrofits? ' How do t hese
projects challenge expectat ions of responsible urban

design-both in terms of respect f or the immediate
context and reconfiguring metropolitan areas? How
shou ld w e evaluate t heir success? This chapter situ-
ates t he arguments for retrofitting suburbia within
contemporary urban design polemics at three dif-
ferent sca les: instant architectu re, instant cit ies, and
incremental metropol itanism.
In al ignment with democratic idea ls, profes-
sionals en gaged in city making have come to sha re
a pervasive enthusiasm for incre mental u rbanism-
cities that evolve over ti me t hrough gradual accre-
t ions and infill so that t he collective form bears the
imprint of a broad spectrum of interests . Much as
case law is shaped by incremental j ud icia l decisions
to reflect both our past and our current va lues,
urban form that has been co ntinually added t o
an d adjusted is genera lly perceived as an authen-
tic rep resentation of culture. Organic met aphors

further reinforce our perception that urban growth
naturally morphs not through the artifice of master
p lans and government policies b ut in response to
ever-changing cond it ions.
There is no question that the world's great cities
exemplify incremental urbanism and that sensitive
intervent ions that both respect the existing urban
structu re and advance evolving cultures over time
contribute to great places. Much of the motivatio n
behind t his book is to encourage more such int er-
vent ions in su burba n areas.
However, love of incremental urbanism can also
lead to indiscriminate disdain for that w hich is per-
ceived as inauthentic. Large new urbanist projects in
pa rticular are often derided as "i nstant cities" and
" f aux downtowns. " 2 This kind of design critique
applies to many suburban retrofit s, but often fails
to dist inguish t he detrimental effects of " instant

architect ure " from t he potential benefit s of "i nsta nt
cit ies." At a time when climate change and peak
oi l prices call for vast swat hs of existing suburban
areas to be retrofitted on a scale and at a speed that
is beyond the capacity of incremental urbanism, it
is worth recogniZing when the kind of large-scale
changes associated with "instant cities" might be
welcomed rather than shunned.
The global urgency of reducing greenhouse
gases provides the latest and most time-sensitive im-
perative for reshaping sprawl development patterns,
for converting areas that now foster the largest per
capita carbon footprints into more sustainable, less
auto-dependent places.; The transforming of ag-
ing and underperforming shopping centers, office
parks, garden apartment complexes, and other pro-
totypical large suburban properties into more urban

places allows new population growth to be redi-
rected from metropolitan greenfield edges into more
central, VMT-reducing, greyfield redevelopment' It
also allows for the development of an incremental
metropolitan ism at a scale far more capable of con-
fronting the problems of sprawl than incremental
urbanism is. This jump in scale is more relevant both
to the realities of contemporary development prac-
tices and to the scope of the challenges confronting
us. Ironically, at a time when well over 75% of U.S.
construction is in the suburbs, the critiques of faux
urbanism often betray more nostalgia for no-longer-
as-tenable development practices than the projects'
des1gns do.
Later chapters document the before and after
transformations of these low-density, auto-depen-
dent, single-use, suburban formats into urban places,
and the roles of the public and private realms in ef-

fecting these changes. Some of the changes have in
fact been incremental and indicative of both gradual
demographic sh1fts and public efforts to induce
change. For instance, every one of the original Levit-
towns has added not only countless additions to in-
dividual houses but also multiunit housing for seniors
as inhabitants have aged. A decade after Boulder,
Colorado, revised zoning and setback regulations
along suburban arterials, new mixed-use buildings
with sidewalk cafes appear cheek by JOWl with older
carpet-supply stores set behind large parking lots.
Across the country those older stand-alone re-
tail buildings are also increasingly being adaptively
reused for community-serving purposes. A dozen
Wai-Mart stores were converted to churches be-
tween 2002 and 2005. As described in Chapter 4,
La Grande Orange in Phoenix is a reborn strip mall
whose locally owned restaurants and shops have

become so popular that it has its own T-shirts and IS
regularly mentioned as a selling point in real estate
ads for the neighborhood. Daly Genik Architects
made an L-shaped mini-mall into an award-winning
elementary school in Los Angeles. The addition of
sidewalks and pervious public green space figured
into both Meyer, Scherer, and Rockcastle's elegant
transformation of a grocery store into a public li-
brary in Texas, and The Beck Group's award-winning
conversion of a Super Kmart into a megachurch in
Georgia. Many other vacant big-box stores have
been converted to call centers and off1ce space-
including the headquarters for Harmel Foods, which
includes the Spam Museum in a former Kmart in
Minnesota. There are countless additional examples
of this kind of recycling that show welcome but
minor improvements to the physical and social infra-
structure. 5

However, retrofitting's greater potential goes
well beyond incremental adaptive reuse or renova-
tion. By urbanizing larger suburban properties with
a denser, walkable, synergistic mix of uses and
housing types, more significant reductions in carbon
emissions, gains in social capital, and changes to
systemic growth patterns can be achieved. On emis-
sions alone, new comprehensive research asserts
that "it is realistic to assume a 30% cut in VMT with
compact development."' The key to achieving this
CHtPHR I iNSTM~l ARCHiflCTURE. INS.!M·!T CITIES,
1ND INCkEMENf1H IV1ETROPOLITINISM 3
4 THE ARGUMENT
target is t he appropriate balancing of uses so that,
once on-site, residents, shoppers, office workers,
and others can accomplish mu lt iple, everyday trips
w it hout getting back in their cars or back o n t he

road. This allows mixed-use new urbanist greyfield
retrofits to routinely achieve projections of 25% t o
30% internal t rip captu re rates. In t urn, this means
t hat such projects will generate 25% to 30% fewer
net external t rips on nearby roads than a project
of equiva lent density but w ithout the same urban
qualit ies. Such capt uring of internal trips is depen-
dent upon achieving t he critical mass associated
with instant cit ies, not with incremental changes to
t he suburban pattern .
A re these projections t o be trusted? Atlantic
Stat ion, an example of co mpact mixed-use develop-
ment adjacent to midtown Atlanta on a former steel
mill site, is generat ing far greater reductio ns in VMT
than initial estimates projected . In a region where
the average employed resident d rives 66 miles per
day, employees in Atlantic Stat ion are driving an av-
erage of 10.7 miles per day and residents an average

of 8 miles per day.7
The most dramatic and prevalent retrofits tend
to be o n dead mall sites, retrofits such as Belmar in
La kewood, Colorado; Mizner Park in Boca Raton ;
and Cottonwood outside Salt Lake City. The numer-
ous examples have each replaced a typical low-rise
enclosed shopping mall surrounded by parking lots
with a more or less interconnected, walkable street
grid, lushly planted public spaces, and grou nd-level
retail topped by two to eight stories of offices and
residences. In Denver alone, seven of t he re gion's
t hirt een malls have closed to be retrofitte d. There
are also, however, sig nifica nt retrofits on the land
adjacent t o th riving malls. Retrofits such as Down-
town Kendaii/Dadeland outside M iami incorporate a
mall (the Dadeland Mall) and new twenty-plu s-story
residential towers, as does Perimeter Place adjacent to
Peri meter Center Mall in Atla nta. Both are examples

of how thirty-year-old "edge cities," even bete noire
Tysons Corner, are being repositioned by infilling and
urbanizing.
Suburban offi ce and industrial parks are also be-
ing retrofitted. The parking lots of an Edward Durell
Stone-d esigned office park of ten-st ory Kennedy
Center-like buildi ngs in Hyattsville, Maryland, are get-
t ing infilled with a new Main Street and mix of uses
to become University Town Center. The owners of a
low-rise ind ustrial park in Westwood, Massachusetts,
are taking advantage of its location on a commuter
rai l line to redevelop it as Westwood Station. a 4.5-
million-square-foot, four-to-f ive-story live-work -shop
TOO and the largest suburban development project
ever in Massachusetts.
Golf courses, car dealerships, park-and-rides,
garden apartment complexes, residential subdivisions,
and entire commercial st rip corridors are being retro-
fitted in ways that integrate rather t han isolat e uses

and regenerate underperforming asphalt into urban
neighborhoods.
What's d ri ving all this? Several factors: reduced
percentages of households with children and a
growing ma rket f or multiunit housing in the sub-
urbs,8 continued growth in t he percentage of jobs
in suburban locations; regional g rowth patterns
that are giving leapfrogged suburban areas a new
centrality; rising gas prices mak ing housing on the
periphery less affordable; lengthening com mutes
ma king leapfrogged suburban locations more at-
t ractive; and local smart-growth policies and t ransit
investments that are limiting spraw l and redirecting
growth to existing infrast ructure. Rising land values;
the dearth of good, cheap, undeveloped sites in
increasingly built- out suburban markets; and aging
greyfield propert ies with an abundance of surface

parking lots are all factoring 1nto a changed subur-
ban market.
Collectively, these market forces and polictes are
enabling implementation of the principal benefit of
proJects like these: the retrofitting of the underlying
settlement structure itself so as to change unhealthy
suburban patterns and behaviors into more sustain-
able ones. Incremental infill within as-of-right zon-
ing in most suburban municipalities is simply not
a feasible path toward achieving diversification or
densification. The larger, denser, and more urban the
redevelopment, the more ability its designers have to
change the existing development pattern and
reduce vehicle miles traveled and improve public
health by creating a transit-served or transit-
ready mix of uses in a walkable street pattern
connected to adjacent uses
reduce land consumption and per capita costs of
public investment by absorbing growth that with-
out alternatives would otherwise expand in sprawl
and edgeless cities
tncrease the feasibility and efficiency of transit
increase local interconnectivity
increase permeable surfaces and green space
increase public and civic space
increase choice in housing type and affordability
increase diversification of the tax base
establish an urban node within a polycentric
region

The key design challenge to altering the suburban
settlement structure is internal and external integra-
tion of the parts over time and over multiple parcels.
This research has yet to uncover built examples of
connected culs-de-sac (a long-standing holy grail of
suburban reform) or other perfectly seamless transi-
tions between properties. But designers are produc-
ing innovative adaptations to zoning and subdivision
regulations to overcome suburban fragmentation.
Michael Gamble and Jude LeBlanc have proposed
trading the right to build liner buildings within the
front setback along arterials for giving up half the
width of a new street on the side setback as a means
to gradually establish a finer-grained street and pe-
destrian network on suburban superblocks. Similarly,
Elizabeth Plater-Zyberk, Victor Dover, and Joseph Kohl
have developed a unique strategy for linking open
spaces within Downtown Kendaii!Dadeland's 324
acres. Working for Miami-Dade County on new Zon-
ing across numerous parcels, they devised a system
of points at the corners of property boundanes to
which each owner's mandated 15% of open space
had to connect. Their suggested, rather than man-
dated, shapes of public space have been substantially
followed by property owners and are far more appro-
priately sized to the development as a whole than a
series of uncoordinated 15% bits would have been.<:~
Internal integration of parts is indeed far easier
to control on single-parcel sites-especially sites
of 30 or more acres. Projects as small as 15 acres,
such as San Diego's Uptown District on the site of a

former Sears store, can transform the character of
suburban areas and excite local imagination about
further change. But larger parcels can more easily
justify the inclusion of public space, decked park-
ing, and a fine-grained street network on suburban
superblocks. 10 Large sites are also more likely than
small ones to be able and/or required to include
housing for a mix of incomes. This has not been uni-
versally achieved-witness the exclusively high-end
residences at Santana Row or exclusively lower-end
apartments at CityCenter Englewood-but projects
like Mizner Park, Belmar, and Perimeter Place provide
a range of housing types, tenures, and costs. While
they do not contain the social and physical diversity
of incremental cities, the degree of internal integra-
CHAf1 HR l INSTANT lRCHIHCTURF, INSTMiT CITIES,
AND aJCRFrv![NTAI. METHOPOI .. ITIN!Sft1 5
6 THE ARGUMENT
tion, diversification, and densification of these
"instant cities" deserves commendation.
Large, single-parcel projects also foster integra-
tion external to the property. By forcing municipali-
ties to address rezoning and use tax-incremen t
financing to provide infrastructure upgrades for t he
new density, la rger projects are gradually reform-

ing the regulations and financing practices that
otherwise continue to favor sprawl. Large projects
in particular increase a municipality's experience
with and capability to further permit mixed use,
mixed incomes, shared parking, form-based codes,
context-sensitive street standards, transfer-of-de-
velopment r ights, and other tools, standards, and
regulations that f oster urban development pat-
terns. As a result, one successfu l retrofit tends to
breed another.
At the same time, the financing and develop-
ment communities are gaining experience w ith
eva luating mixed-use public-private deals. Gradually,
the financial performances of large projects are pro-
vid ing the predictable metrics that lenders require to
offer the most competitive rates not on ly to conven-
t ional suburban development but also to urbanizing
redevelopment (i ncreasing the feasibility of incl uding

affordable housing). Evidence of the magn itude of
change in the rules of t he game is that the b ig play-
ers have now stepped onto the field.
As deta iled in Chapter 7, General Growth Prop-
erties, the second-largest ma ll owner in the country
and the second-largest U.S.-based publicly traded
REIT, is retrofitting the Cottonwood Mall outside
Salt Lake City as a test case f or repositioning it s
underperforming and/or redundant properties
into mixed-use town centers. Recognition of the
changed market has also led many of the country's
high-production single-family home residential
builders over t he past two years to start "urban"
d ivisions offering lofts, yoga studios, and billiards
lounges.'' It should not be surprising that these
divisions have been the best perfo rmers when the
rest of the housing market has tanked . 12
INSTANT ARCHITECTURE,

INSTANT PUBLIC SPACE
On the one hand, t he urban divisions by K. Hovna-
nian Homes, KB Homes, Toll Brothers, and Centex
Homes, along w ith sma ller "urban" retail formats by
Wai-Mart, Target , and Home Depot (their "neighbor-
hood format" is approximately 30,000 square f eet
in two stories instead of 115,000 square feet on 1 0
acres, and it incorporates more "do it for me" than
"do it yourself" home decor) are a promising indica-
t ion that even the big guns are recognizing both t he
market for and the benefits of urbanism. 13 The impact
could be enormous if the new divisions perform well
enough to shift these companies' focus away from
spreading unwalkable, single-use suburban formats
across the country. Combining affordability w ith ur-
banism in new construction, whether in new develop-
ments or redevelopments, has been difficult. and t he
expertise of these companies in providing affordable

products should be welcomed.
On the other hand, their mass-produced "instant
architecture," seemingly dropped from a catalog
onto land scraped and f lattened of distinguishing
features, is high ly unwelcome. Nor is th is a problem
limited to the big production builders. The retail and
residential buildings of many retrofits are engineered
t o optimize sales and parking rather t han designed
to facilitate synergistic interaction between uses and
respond to the nuances of place or t he complexi-
ties of mixed-use bui lding. The time and energy that
goes into coordinating the high ly varied ground floor
footprints for different retailers and restaurateurs with
Figure 1-1 A. compsriso11 of
from "L897 anci 9Ei illustrai:c the
::Jston,shing pdce oF ckveloprnent h
the In !897, when the

develop1ncn! .. of the ;Hij<Knlt Upper
West Side h.'Kl jliSt. be2·1 cornolctcc.
tiw i)n:y builc.~il'lg'; :n lck,mlcw•l,k
He1ghts Vcrr; lllStitution;J[· C"ollegcs,
11 cc~ti·I''C1rai. and ,J hcspi'lal_ l .. es:, thun
two di'Cadcs [;)'1~r. tile bu;ldinc; fabric
vv<l:, e·1t:rcly f!lled :n ~;vi':h 1·esid~::rl""'d
bu·!d1ngs. dc;igm~d 2nd wnstt·uctcc!
by interccm:'CCtcd groups of in
vc·;;tCYS, .--Jrcht'lects. 3nd bui!clerc;
(Souru::: Dro;l'lky ,A,~·las of the City
of New 'ork, Mnnhattan hiCJtxL)
a mix of residential unit types above, surrounding a
deck of dedicated, shared, and public parking, is far
from "instant" But the complexity, especially in the
hurried atmosphere of a charrette, tends to default to
the formulaic. Despite occasional instructions such as
Columbia Pike's "Keep the Pike Funky," form-based
codes risk dumbing down design when they are over-
ly prescriptive about style. In their efforts to raise the
bar on the design's relationship to the urban context,
they can also lower the bar on the designer's ability to
incrementally improve the architecture of the place.
Designers sometimes self-deprecatingly refer to their
"wallpaper" facades. Too much of this uniformity,

even in relatively high-density retrofits, results in a
pervasive air of predictability and control that is more
suburban than urban-at least at first
Do instant cities age well? How _many great ur-
ban neighborhoods rolled out repetitive examples of
the "instant architecture" of their day? A surprising
number: the brick bow fronts of Boston's South End,
Brooklyn's brownstones, and countless others. The
entire Upper West Side of Manhattan was graded
and rebuilt in one decade, 1885 to 1895. In 1886,
the New York Times noted, "Thousands of carpen-
ters and masons are engaged in rearing substantial
buildings where a year ago nothing was to be seen
but market gardens or barren rocky fields." The rapid
urbanization of Morningside Heights was next, and
so on up the island of Manhattan' 4 (See Figure 1-1.)
However, in contrast to contemporary suburban con-
struction, these earlier examples tended to have much
better workmanship, materials, and detailrng. This
is especially important in an urban context, where
good detailing contributes to walkability by rewarding
up-close pedestrian viewing. At the larger scale, the
good bones of these neighborhoods have provided
CHAPTER 1 IIISTANT A.RCHIHCTURf, INSTINl ClllfS.
AND IIICR[MfNTAI NIETROPOIITANISivl 7
-
an accommodating urban structure for ensuing gen-
erations, allowing improvement and adaptation over
t ime. The trees have matured, adding varied light,
shade, and scale to streets that might have initially

appeared stark, monoto nous, even "faux." Individual
stoop gardens, corner shops, paint choices, additions,
repairs, and other responses to needs and opportun i-
ties further differentiate the urban experience and its
patina of inhabitant participation. 15
One could argue that many post~ar suburban
subdivisions have similarly improved. Mat ure plant-
ings, house additions, and surface treatments have
different iated what were initia lly mass-produced, re-
petitive products . In fact, less than 1% of the houses
in Levittown, New York, remain in the ir original
state, without add itions or remodeling. (The most
public part of Levittown , the retail strips on Hemp-
stead Turnpike, is, however, badly decayed.)
While it is extremely difficult to reproduce either
t he character of ind ividuated inhabitation or high-
qua lity detailing in affordable new construction,
retrofits such as Addison Circle and Legacy Town
Center outside Dallas (described in Chapter 9) are
taking the more urban route by investing in gener-
ous, high-q uality publ ic spaces. (See Figures 1-3 and
9-1 1 .) Especially in suburban contexts, the parks, am-
phitheaters, cafes, and street life compensate for the
lack of private outdoor space in urban housing. Some
Figures 1-2 & 1-3 The building o f Legacy Town Cente•
outside Da ll as in the summer of 2007 (below left) loo~s
much like the building of the the n m1ddle-class area at
ll6th Street and Lenox Aven ue in Manhattan inl893 (above
left). except that in Dallas the displaced cattle have been

sentimentally memo1 ialized 111 bronze. We may feel sympa-
t hy for t he shanty dwellers displaced in I' lew York during
the rapid urbanization of upper Manhattan. but given the
huge di sconnect between the ir makeshift wooden dwell-
ings and the high-density apartments that replaced them.
there was never any suggest1on that the development
might be gradual
,,
e
critics scoff at the "pseudo-civilizing" effect of sani-
tized streetscapes that reference "real" urban places
but lack the diversity of urban people. We agree that
the diversity of people within public space is a use-
ful measure of urbanity and nurtures the creativity
of Richard Florida's "creative class." However, the
establishment of public space where none previously
existed 1s the first step. And again, if we look to his-

tory, the population of Morningside Heights diversi-
fied over time as the buildings aged and their markets
differentiated. As its inhabitants and buildings ma-
ture, Addison Circle's wide, tree-lined sidewalks and
art-filled common green may well accommodate a
broader range of incomes and ages. ln the meantime,
the streetscapes of suburban retrofits accommodate
the socializing activities of their many young profes-
sionals and shift the focus of suburban outdoor space
from playgrounds and ball fields to more urban and
public, and less family-centered, spaces. Belmar's
avant-garde Laboratory of Arts and Ideas and the
museums of CityCenter Englewood and Mizner Park
further enhance public life in these "instant cities."
One way to enhance the character and diver-
sity of the public realm of retrofits is to take ad-
vantage of the unique adaptive reuse opportunities
in redevelopment. Although most aging low-rise
suburban buildings lack the systems or construc-

tion quality to merit restoration, the most distinc-
tive retrofits tend to creatively retain at least some
buildings. Surrey Central City, discussed in Chapter
6, revived a mall by grafting a new five-story galle-
ria of university classrooms on top. The multistory
department store buildings of several dead mall
retrofits have been converted to housing, offices,
and city halls. As counters to "instant architec-
ture," these legacies contribute a sense of history,
diversity, affordability (renting for less than new
construction), and a reduction of waste. 16 They
also force the master plan to engage with exist-
ing conditions rather than lay down an entirely
pre-engineered template of formulaic block-sizes
based on optimum building footprints for wrapped
deck housing. 17 The resulting quirks contribute
enormously to the creativity and quality of the
placemaking. They can also insert a cool factor to

suburban places and help recruit the anticub1cle,
anticorporate digerati. Upper Rock in Rockville,
Maryland, and Cloud 9 Sky Flats in Minnetonka,
Minnesota, incorporate modern loft conversions
of suburban office buildings. These are but some
examples of how retrofitted sites formerly associ-
ated with office-park-dads and moms-in-minivans
are now also bustling with hipsters, divorcees, and
empty nesters.
INC
Bit by bit, beneath the static image of uniform tract
houses, many suburbs are undergoing significant
physical, social, and cultural change. For the first
time in history, suburban municipalities now house
more people living in poverty than central cities
do. 18 This trend is attributed in part to the increased
immigrant populations in "first-ring suburbs" built
shortly after World War II. Maps in 2008 showing

mortgage foreclosures concentrated in the newer
outermost suburbs indicate the likelihood of further
decentralization of poverty and an ever-shifting ter-
rain. Suburban retrofits have also contributed to ris-
ing property prices. Entire subdivisions in suburban
Washington, DC, and Atlanta have been bought up
house by house, and as discussed in Chapter 2, one
subdivision in Atlanta even self-organized and put
itself up for sale for redevelopment. New transit
systems, infrastructure improvements, programs to
CHt.I.PTER 1 !NSHNT 1l{,HIHCTIJR(, iNSIAifl CITIES.
M~D iNCREME.NT/LIV'iETHOPOUTtNiSiVI 9
10 TH E ARGUM ENT
fund planning studies, and new overlay zoning dis-
trict designations are further incentivizing suburban
urbanization.
But all this is not happening everywhere. It is hap-
pening at specific nodes and along specific corridors,
generally where the transportation infrastructure
(usually with some improvements) can support it. The

outer rings of new exurban expansion continue to
be low density overa ll. but the densified retrofits and
countless revitalized small-town Main Streets are join-
ing the edge cities as increasingly signif icant suburban
activity centers. Arthur C. Nelson, coordinator of the
Metropolitan Institute at Virginia Tech, esti mates that
2.8 million acres of greyfields w ill become available in
the next fifteen years. If on ly one quarter is redevel-
oped into mixed-use centers, they have the potential
to su pply half the housing required by 2030. As a
result, the regional pattern emergi ng and likely to
become more prominent is increasingly polycentric.
While we are indeed still decentralizing away from
central cities, we are also recentralizing around new
and existing suburban centers-and becoming more
sustainable in the process. More bottom-up than top-
down, these new instant cities are demonstrations of
an incremental metropolitanism. 19 And, while it is fair
to fault instant cities when their replication of incre-
mental urbanism is unsatisfying, the more relevant
issue today is how well each cont ributes to retrofit-
ting the larger systems of sprawl.
One of the fi rst steps is to recognize the inef-
ficiencies of sprawl development. Most lower-priced
houses are at the outer edges but come with higher
transportation costs. Jobs and retail are located along
arteria ls, but typically with little transit access. Thor-
oughfares designed for high-speed travel between
centers have become so lined with uses that t hey do
not work well for either access or mobility. And all is
designed .in isolated pods. Even larger retrofits run
the risk of becoming stand-alone fragments unless
their urban structure integrates them into both lo-
cal networks and larger sustainable systems. Only as

nodes of a polycentric metropolis can they contribute
to regional efficiencies in transit and other civi l infra-
structure, per capita land and energy conservation,
shorter commute distances, lower housing and trans-
portation costs, a jobs-housing balance, and special-
ized labor agglomeration.
The inclusion of increasingly sign if icant amounts
of office space within mixed-use retrofits is particu-
larly important for ba lancing polycent ric growth and
reducing VMT. Twinbrook Station in Rockville, Mary-
land, and Li ndbergh City Center in Atlanta are inte-
grating twelve- and fourteen-story corporate office
buildings onto the sites of former park-and-ride lots.
SkySong in Phoen ix and Surrey Central City outside
Vancouver are building incubator office space for
Arizona State University and Simon Fraser University,
respectively, on the site of a dead shopping center
and a mall's parking lot.
Far from serving as self-conta in ed villages,
today's retrofits simultaneously serve as gathering
spaces for t he immediate residents, who use the
public spaces as extensions of thei r private space;
immediate and nearby office workers for their cof-
fee breaks, lunches, and after-work drinks; nearby
suburban parents combini ng get-togethers with
errands; teens and singles seeking friendship and
entertainment; and more. In other words, they serve
a greater diversity of people than did single-group
places like sports bars. They may not yet be as urban
as "real cit ies," but they are relat ively vibrant nodes.
These efficiencies are not always immediately
apparent. A map of cont emporary retrofits around
Washington, DC, drawn in the same manner as Joel

Ga rreau's maps of "edge cities," reveals a similar pe-
ripheral pattern. (See Figure 1-4.) However, whereas
edge cities are predominantly located at suburban
spoke-and-hub highway intersections, retrofits are
Upper Rock 41>
Rockville Town Center 8
Reston Town Center
•••••• ••• •• Tysons Corner
••• ••• •• Street Grids
····· ... , ....•.
Tysons Corner Center :
Metro West
Feirfax
THE WASHINGTON AREA
..6.. Downtown
• Suburban Retrofits
• Planned Suburban Retrofits
Downtown Columbia fj)
5 MILES
8 KILOMETERS
Figure 1-4

hue. ·Nhere
Wcd1irw1 on. DC, is one of t!v,, rno'.it fXOliftc: rniJXket', for
s~;burban rett·oh l's a~ shown
are mapped in relation to the Metro sysTem. The presence or
promise of mass 1 'dn-
~,u. tather ihan new hkhw""' ,'52
predominantly located at the intersection of exist-
ing or proposed DC Metrorail stations and suburban
arterial corridors. While Garreau's maps of edge cit-
ies promised the benefits of a polycentric metropolis,
their extreme auto dependency and lack of local or
larger interconnectivity other than highways resulted
in lengthened commute times, overcrowded roads,
reduced access to jobs by those most in need, and a
suburban privileging of private space.
Washington, DC's retrofits are far better po-
sitioned to deliver on that original promise. Their
internal urban structure minimizes auto dependency
and values public space and shared commitments to

the common good. As important (rf not more), their
location on transit vastly improves the metropolis's
efficiencies. Transit systems also benefit: those in
single-center regions are far less efficient than those
in polycentric regions, where suburban stations are
destinations throughout the day, not only for the
evening commute.
Unfortunately, most potential suburban retrofit
sites are not on transit lines. And while they can
still enhance local conditions, many dots ·remain to
be connected if they are to achieve the benefits of
a more sustainable metropolis. There are two prin-
cipal strategies on the horizon. The first is to add
transit to improve access, encourage even greater
differentiation between nodes, and reduce VMT.
The planned extensions of DC Metrorail through
Tysons Corner is an example of this strategy and
reveals the high cost and design difficulties of

inserting stations and TODs into an edge city not
planned for them. The hope is that densification
of enough retrofitted sites will make suburban
transit feasible. However, the track record so far
indicates that more often transit in the suburbs is
what makes densification feasible. In fact, examina-
tion of over eighty retrofits reveals that the arrival
of a rail system is one of the strongest triggers for
CH!iPHP 1 lliSTANl ARCH!HCTURE INSTANT ClllrS, liND
INCRfMfiHAf lvlfTRIIPOLITMIISM 11
12 THE ARGUMENT
large-scale suburban redevelopment. In addition to
the examples of Washington, DC, and Denver, the
availability (or constru ction) of rail transit in Boston,
Dallas, Los Angeles, and Phoenix has stimu lated
suburban retrofitting at existing and proposed rail
stations .20
The second strategy for connecting the dots is

to retrofit corridors t hemselves. This is discussed in
more detail in Chapter 4. The general argument is
that if commercia l strip corridors are made more
attractive and safer to pedestrians, they can better
attract redevelopment. Where nodal deve lopment
is preferred, transfer of development rights can be
used to downzone thoroughfares between intersec-
tions and concentrate development at intersections.
Wh ile th is strategy is not in practice yet, there are
several examples of public agencies retrofi tting
corridors either t hrough rezon ing or throug h new
streetscaping. In the most ambitious examples,
commercial strip corridors are reconstructed as
urban bouleva rds capable of both handli ng high
traffic volume, includ ing streetcars or buses, and
attracting dense urban housing, offices, and retail
stores .21 Cat hedral City, California, converted four
blocks of what had become a commercial strip cor-

ridor back into its downtown by retrofitting it into
a multiway boulevard. Palm-lined medians separate
the high-speed traffic from slower local traffic and
wide sidewalks. Now serving as the town's Main
Street, the retrofitted corridor has attracted upsca le
hotels, shops, and housi ng to join the new city ha ll
on a site that would not previously have been con-
sidered attractive .
The more incremental approach for re t rofit-
t ing corridors is to use form-based codes to re-
qu ire more urban sidewalks, build-to-lines, and
pedestrian-oriented treatment of ground f loors. As
discussed in Chapt er 4, Arlington County, Virgin ia,
is using form-based codes, fast permitting, and the
promise of a streetcar as incentives for its ongoing
redevelopment of low-rise supermarkets and strip
malls on Columbia Pike into six- to ten -story mixed-
use buildings.

HOW SUSTAINABLE?
HOW URBAN?
So how well do instant cities and suburban retrofits
live up to their susta inable aspirations? While we are
opt im ist ic, each case is uniq ue and merits consider-
ation of at least the following questions.
At metropolitan and regional scales, does the
project make it easier for people to have access
to JObs, affordable housing, and affordable trans-
portation while simu ltaneously reducing VMT
and carbon footprints? Or is it gentrifying an
important remnant of an affordable lan dscape
and/or dra ini ng an existing downtown?
Are there tang ible means, such as transfer of
development rights , to link densification at tar-
geted nodes with equally targeted land conser-
vation elsewhere? Or are developers getting a
free ride as local communities get overbu rdened

with traffic and displacement and the region as a
whole benefits little?
At the local scale, does t he settlement have an
urban structure that supports interconnectivity,
density, t ransit, and walkability? Has it triggered
further redevelopment?
Will its design and mix of uses improve w ith age
and endure, or will it remain a fragment of drive-
to walkable "product" with a life span driven by
its retail and li mited to the fashiona bility of its
scenography?
At the building scale, does it offer a variety of
housing choices to accommodate a diverse
population with varied needs and ideas about
public and private space, or are the choices
too similar and the expectations of behavior
too conformist?
These are difficult to answer, but they will be at

the heart of local and metropolitan politics as
we move beyond debates of sprawl versus smart
growth and tackle the thorny specifics of imple-
menting real change.
In many respects, the even more difficult as-
sessment is determining how well instant cities
and suburban retrofits live up to their urban aspi-
rations. It is easy to compare them to "real" cities
and find them lacking the culture, excitement, di-
versity, conflict, grit, and suffering that coexist in
core cities. But this misses the point. Instant cities
and suburban retrofits are not core cities. They are
urban nodes within a new polycentric metropolis
that simultaneously complement the core city's
downtown and serve a predominantly suburban
population. They are hybrids and reflect aspects
of both centeredness and decentralization.
This hybridity rs revealed in rnany ways, in-

cluding the following:
suburban parking ratios and urban
streetscapes
ambiguous "public" spaces developed in pub-
lic-private partnerships and privately owned or
leased
urban building types filled mostly with subur-
ban chain retail outlets
new, single-ownership parcels deliberately
masked to look old and multi parceled
urban qualities delivered at suburban costs
transit orientation and automobile depen-
dency
the appearance of self-contained village/town
centers and reliance on larger networks of
shoppers, workers, and visitors
local placemaking by national developers and
designers
Hybrid network nodes are neither suburban
nor urban. As a result, they are prone to critique

from the advocates of both better understood
categories. But are cities and suburbs really so
drfferent in the polycentric metropolis? The old
dichotomy of suburb versus city as the separa-
tion of home and work was always oversimpli-
fiedn Today it is further complicated by contin-
ued metropolitan decentralization, new forces
of recentralization, the replication of national
retailers throughout, and the extended networks
afforded by global communications. Over 40%
of U.S. office space is now in the suburbs," but
many of the same metropolitan regions seeing
the most retrofitting in suburban contexts are
also seeing population growth in their central
cities. 24 Postwar suburbs originally built at the
edges of the metropolis have been so surpassed
by new growth (often losing property value in
the process) that they now enjoy relatively cen-

tral locations. New instant cities exploit those
centralities and activate them as metropolitan
nodes in a network increasingly reinforced by
mass transit. Retrofitting ushers in networked
urbanity rn which living, working, shopping, and
playing are no longer separated (but neither are
they entirely conjoined). The networked urbanity
of metropolitan ism reinterprets the Aristotelian
ideal of the city~living together well~at the
larger scale. This bodes well for confronting the
challenges of economic and environmental sus-
tainability but is less promising for dealing with
entrenched social inequity.
CHM)lt.R l iNSTfNT ~RCHiTECTURE, INSfiIH CITit.S,
tND INClEMl:.NrtL ME"l'RUPOlii"MJISfVI 13
14 THE ARGUMENT
Although instant cities and suburban retrofits

are neither as sustainable nor as urban as o lder es-
tablished cities, they are more sustainable and more
urban than the conditions they have replaced and,
as such, have great potential to shape the metropo-
lis. They also have many cha llenges, not t he least of
w hich are constructing t he infrastructure to support
them and addressing gentrification. Perhaps most
important, t hey need to recognize t he signif icance
of their leadership in t he new met ropolis and t he
accompanying expectation of representing larger
cu ltural aspirations.
Today, instant cities and sub urban retrofi ts are
for the most part more exciting programmat ical ly
t han architecturally. Serving as conventional back-
ground buildings to the outdoor p ublic rooms of
t he st reets they foregrou nd, their buildings express
a f ar greater valuat ion of p lacema king and p ublic
space than d id the private objed bui ld ings they

replaced. This is a good thing, but too often, as at
Perimeter Place near Atlanta, banal contemporary
buildings are aggregated into quasi-urbanistic con-
figurations but are utterly lacking in mean ingful
architectura l expression . At other t imes, as in many
of the p rojects featured in the pages to come, in-
stead of be ing instant arch itect ure, t he buildings
are very well detailed, even with in t ight budgets,
and thoughtful ly sca led to transition from the exist-
ing cont ext to greater density with careful attention
to sustaina bility.
While many critics fault traditional styling as
nostalg ic, it should be respected when it is done well
and converts a community's fear of change into as-
pirations for urbanism. Some of us would like to see
more stylistic d iversity and experimentation exploring
hybridity in the architecture o f suburban retrof its.
And this may come as retrofits become more com-

mon and communities less fearful of change. But
d iscussions of architectural style miss the point. The
point is urbanism.
Americans have an opportunity to retrofit the
suburbs into more urban places that re duce VMT,
expand publ ic space, diversify housing choices, and
conserve undeveloped land at the periphery. We need
both incremental changes and instant cities in order
to reshape socia lly and environmentally destructive
sprawli ng patterns into healt hier, polycentric me-
tropolises. We need to better understand the myriad
dynamic systems of more sustainable regions, places,
and bu ildings. Above all, w e need informed imagi-
nations that can look at entrenched patterns and
q uestion alternative possibilities- while working with
communities. This is an exciting agenda for all of the
professions involved with the built environment. We
would do well to heed M ichael So rkin's w ise advice to
see " the good city as an evolving project. " 15

Västra Hamnen
The Bo01-area
A city for people
and the environment
The change from harbour, shipyard and industrial area into a
new urbanised district has started. There are plans
for housing for 10,000 people and 20,000 employees and
University students in the area.
The first stage, the Bo01 housing estate, was built and
completed for the European Housing expo in 2001 as the
“City of Tomorrow”. The site shows a multitude of
architectural solutions, forming an exciting and sustainable
urban environment. Measures for a renewable energy supply and
increased biodiversity go hand in hand with
other initiatives to create a strong sustainability concept for the
whole area. The project has received a great deal
of international attention and recognition.
A strategic position
in a cross-border region
Malmö is the third largest city in Sweden with 270,000
inhabitants, strategically situated in the centre of the
Öresund region, with good communications in all
directions. Th e city is a centre of culture, commerce
and education. Malmö is inhabited by people from all
over the world, 160 nationalities speaking over 100
diff erent languages live here.

Structural changes in Malmö’s economy have distanced
the city from its traditional industrial background. Modern
day Malmö has small and medium sized industrial, service
and trading companies, the IT-business being the largest
sector. Several strategic decisions have led to a positive
development for Malmö, amongst them the bridge to
Copenhagen, which was completed in the year 2000, and
Malmö University with over 20,000 students bringing
new ideas, research and knowledge to the city.
Västra Hamnen (the western harbour) is a developing
urban area. A new modern city district, with housing,
offices, shops and local services is emerging. Västra
Hamnens continued development is focused on the
sustainable society based on the lessons learnt from
the first phase development in Bo01. Th e aim is to
From industrial site to
a new sustainable city district
make Västra Hamnen an international leading example
of a densely populated, environmentally sound neighbour-
hood. A city district that inspires creativity, develops
further knowledge and stimulates economic growth.
Västra Hamnen is a high priority development area in
the city and an important part of the plans to improve
Malmö as an attractive city in which to live and work.
Above: Västra Hamnen lies in the centre of the Öresund region,
close to
Malmö city centre with good communications in all directions.
Below: The Bo01-area was completed for the European Housing
expo in
2001. The area off ers diversity of design and a rich urban
landscape.

The higher buildings on the outer edge of the area serve as a
protection
against the strong winds for the small-scale interior.
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Clean soil
A marine area in the harbour has been filled up in diff erent
stages since the end of the 18th century in order to create

space for the growing harbour and various industrial
activities. Th e landfill consists of sand, clay, limestone,
excavations and demolition waste and small amounts of
production waste. Th e last landfi ll took place in 1987.
Previous industrial activities and the varying sources of
landfill made it necessary to investigate the quality of
the soil before the construction could start. Th e search
for contaminants concentrated on oil components, i.e.
polyaromatic hydrocarbons, which are suspected of being
carcinogenic or mutagenic. Th e whole site was examined
by test excavations and sampling. Th e results showed only
limited areas with a toxic content in excess of acceptable
levels for housing. A total of 6000m3 had to be removed
for decontamination and treatment. It was replaced by class
A soil to a depth of 2 m, and the topsoil was increa-sed to
1,2 m over the whole area. After these measures have been
taken, the soil in the Bo01-area is of equal or superior
quality to that of the parks in Malmö. Other actions taken
for environmental purposes were radon safe foundation
and also the choice of waterpipe material.
Th e seabed by Västra Hamnen is rich in marine life, with
fi sh and thick carpets of eelgrass. Th e only exception was
the area where the canal joins the sea. Examinations showed
increased amounts of heavy metals and petroleum hydro-
carbon and the sediment was removed.
A city for people
– and for the environment
When the Bo01 housing area was planned, the architects
discussed how a sustainable city could be attractive.
Th is was thought to be an important selling point, when
comparing it with other less sustainable areas. People should

want to live in this part of the city for its inherent qualities.
Th e ecological sustainability would be a bonus. Th e
emphasis on human sustainability should lead to a
supportive human habitat. Research has shown that close
contact with green areas, sun and water make people
healthier, both physically and mentally. Beauty, as for
instance in art, also has a proved positive eff ect on health.
Th ese research results were all taken into account by
the planners.
Magnificent openness
versus small scale diversity
Contrasts are important in the Bo01-area. Tall houses on
the outskirts form a wind shelter around a small scale and
green interior. Th ere are many small blocks and they are
all very diff erent. Th e variation makes you curious. It is
exciting to discover the narrow alleys, what will I find when
I turn around the next corner?
Cars are not allowed to dominate, pedestrians rule.
No overall idea existed regarding design of house facades.
On the contrary, the aim was to create an abundance
of expressions. Th e city specified a basic colour scheme:
palefacades facing the sea and more colour towards the
inner areas.
Filago Vulgaris, a rare herb in the
region was found in the Scania
park before the construction
work started.
Extensive investigations of the soil took place
before construction works started, and the soil
in the Bo01-area is of equal quality to that of
the parks in Malmö.

Twentysix diff erent architectural firms have designed the
houses, and they have been given a lot of freedom of
expression. Diversity characterises the area. Th ere is no
special “ecological look” to the houses. It is not possible
to tell by looking from the outside which solutions have
been chosen when it comes to measures taken for ecolo gical
sustainability. Many houses in the Bo01-area are equipped
with advanced technology to cut energy needs. Others
use simpler techniques to reach the same goals. Some
buildings sport large solar collectors reaching towards the
sky, clearly demonstrating the use of solar energy.
Twenty property developers have worked with various
types of houses, apartment sizes and types of ownership.
In the area you find tenant-ownership apartments, rental
apartments and private housing.
Quality Programme
All houses are built to the standards set out in the
Quality Programme jointly established by Bo01 expo,
the property developers and the City of Malmö. Th e
programme sets guidelines for architectural qualities,
choice of materials, energy consumption, green issues
and technical infrastructure.
Along the seafront
Th e new Dania park and promenade have become the
obvious places for a quiet stroll and are among the most
beautiful places in Malmö. Th e park provides a wealth of
opportunities for discovering nature’s seasonal changes, as
well as being a place used for musical happenings, games,
sunbathing and picnics. Th e park and the promenade

meet at Scaniaplatsen, which is to become the local town
square and meeting point. Th ese recreational areas connect
to the green stretch of Ribersborg beach and lead further
around Västra Hamnen.
The harbour
At the southern end of the Bo01-area, right by one of
the entry points, lies Malmö’s latest marina, bringing the
water further into the urban environment and adding
the hustle and bustle of a guest harbour.
Streets, squares and pathways
One of the main ideas with the area, was to create an
exciting structural mix of individually designed streets,
pedestrian walks, alleyways and open squares. Th e use
for these varying interior open spaces caused by the
structure and the social interaction resulting from this,
is of great importance in creating a character for the
area as a whole.
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The Green City District
Cities grow and green areas shrink, both in Malmö and
the rest of the world. Biodiversity is threatened. A great
deal of the rainfall cannot infiltrate into the ground or be
taken up by plants. Hence, the open stormwater run-off
system forms an important feature in the Bo01-area.
Rain is delayed on green roofs, in ponds in the courtyards

and public spaces and then transported in open channels
to the sea. Th e visible waterways combined with trees and
lush undergrowth provide exciting and beautiful qualities
to an otherwise rather sterile urban environment. It gets
more and more difficult to satisfy increasing need for
access to nature. Th e ideas implemented in the Bo01-area
show how you can minimise the consequences of urban
sprawl and make the local environment greener.
Houses are built close together – the ecological and
sustainable society has to use valuable ground space
efficiently. A green space factor system that has been
applied ensures that not only the inner courtyards are
green with plenty of vegetation and ponds – green roofs
and climbing plants on the walls are also a part of the
solution. To ensure quality in the green areas at least
10 Green Points have been used in every courtyard
promoting eg. bat nesting boxes, butterfly flower beds,
wild Swedish flower meadow, country gardens and
enough soil depth to grow vegetables.
Before the area was developed, many seabirds nested
on the old industrial sites. A compensation biotope
has been created in the northern harbour of Malmö.
Th e green space factor system will also be in use in the
continued development of Västra Hamnen. In the revised
quality programme there is a list of green points as a
good practice guide. Key words for green spaces in the
courtyards will be biodiversity, natural biotopes and a
varied flora and fauna.
The Anchor park
In the Anchor park various habitats have been created.
An alder carr, an oak grove and a beech grove appear like

islands in a large grassy area. Th e habitats are also a form
of exhibition: “Th is is what nature outside the city looks
like”. Th e idea behind this is linked to the city’s ambition
to use parks for education, so called environmental educa-
tion parks. An important part of the Anchor park is the
wide canal with salt water taken from Öresund, creating
a pleasant view with its curved shoreline against the park.
Recycling
Th e waste management system in the Bo01-area was
developed with the aim to create a system that minimises
the amount of waste, makes reuse and recycling possible
and enables the use of waste and sewage as an energy
source. Having waste separation units close to home is an
important part of the planning of the area. Th e inhabitants
usually have a separation room in their house or close
by, making it easy for them to sort paper and packaging
materials. In the area two parallel systems for taking care
of food waste are tested; food waste disposers in the sink
and a centralised vacuum waste chutes system.
Material in the streets and public spaces have been chosen
from the aspects of long life span and possiblity of future
reuse. Recycled material has been used in the underlying
layers of the streets and alleys.
In the food waste disposer the organic waste are grinded and
disposed
in separate pipes to a collector tank under ground. From there
the
sludge is taken to a biogas plant together with other organic
waste.
Through the anaerobic digestion the organic waste are
transformed to
biogas that can be used as fuel in cars and buses or to produce
heat

and electricity.
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100% locally renewable
energy sources serves the area
E.ON has developed a unique concept based on 100%
locally renewable energy for the new city district. Th e
concept is based on local conditions for energy production.
In the Bo01-area 1000 homes get their energy supply
from renewable sources; solar energy, wind power and
water – the latter through a heat pump that extracts heat
from seawater and an aquifer – a natural water reserve in
the bedrock that facilitates seasonal storage of both heat
and cold water.
1,400 m2 of solar collectors, placed on top of ten of the
buildings complement the heat produced by the heat
pump to supply the area. A large wind power station
(2MW) placed in Norra Hamnen (the north harbour) and
120 m2 of solar cells produce electricity for the apartments,
the heat pump, fans and other pumps within the area.
A unique part of the energy concept is that the plants are
linked to the energy systems in the city for district heating,
district cooling and the electricity grid. Th e 100%
renewable energy equation is based on an annual cycle,
meaning that at certain periods of the year the city district
borrows from the city systems and at other times the
Bo01-area supplies the energy systems with its surplus.
Th is connection also provides reserve capacity for the area.
An important part of the concept is low energy use
in the buildings. Each unit is only allowed to use

105 kWh/m2/year, including household electricity.
Boel, the wind power plant is 120 m high to the tip of the
wings,
is placed in the northern harbour in Malmö. The maximum eff
ect is
2 MW and the calculated annual electricity production is 6300
MWh
Several of the buildings have met the targets. But there is a
number of buildings where the energy consumption exceeds
the target excessively. Investigations on why the targets not
has been met is ongoing, and the energy consumption is
measured continuously. Th e energy concept is in line
with the EU Commission goals to increase the share of
renewable energy in Europe substantially. Th e solutions
used in the Bo01-area have attracted much international
interest, and in the autumn of 2000 the project was
given the Commission’s energy award “Th e Campaign for
Take-off Award”.
Environmentally
sound Transport
In order to reduce the need for transport, the area has
been planned with lots of diff erent types of services and
recreation. Th e inhabitants are encouraged to use
envi-ronmentally friendly modes of transport. Pedestrians
and bicycles have priority in the area, and the area is car
free.Bus stops are within 300 m’s distance from the flats.
Th e bus service which connects with several of the main
cen-tral points in town run in seven minute intervals.
Th ere is only 0,7 parking spaces per household.
Businesses and homes in the area have been given
information and guidance. Th e mobility office has carried

out travel habit enquiries, developed information material
and continually work with various campaigns.
IT-solutions
In some of the properties there are IT-solutions for reading
meters and control of energy use and ventilation. Th e
broadband net in the area gives excellent conditions for
distance work and electronic trade, which minimises the
needs for transport for the inhabitants. In the future there
will be digital displays for real-time information on bus
arrivals at the stops.
Th e website www.ekostaden.com has been established for
the inhabitants and also for others seeking informationon
the area. On the web site the concept of Web-TV is being
tested, with informative films, interactivity and news.
In the area 1400 m2 solar collectors have been installed on ten
buildings.
Of these there are 200 m2 vacuum collectors, these are more eff
ective
than the other fl at-plate collectors. Calculated annual heat
production
is 500 MWh.
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Local investment programme
Th e City of Malmö has received support from the
government for a local investment programme for the
environmental measures taken in the Bo01-area. Th e
money has mainly been used for physical investments,
covering some of the extra costs the developers have
incurred in order to meet the high goals set. Part of the
money has been invested in technical systems, soil decon-
tamination and infrastructure. Funds have even been used
for information and educational projects. Th e EU has
also given some support for the energy measures taken.
Research and evaluation
Money from the local investment programme was ear marked
for the Bo01 project, with the explicit requirement that a
scientific evaluation be made. Th e goal was to capitalise on
the experience gathered on urban sustainable development,
and to be able to use it in future projects, both locally and
in other parts of the world.
Th e project has generated a lot of attention. No less than
10 universities and colleges were involved in the evaluation
work. And the area receives studyvisits from all parts of
the world.

Studying the infrastructure and the function of the technical
systems is an important part of the evaluation, for example
waste disposal system and energy supply. As the technology
has to be used by people, the inhabitants are instrumental
in the evaluation. Some studies focus on the use of the
systems, others on perception of housing and surroundings.
Th ere are ongoing research within all areas of priority:
soil decontamination, traffic, energy, green structure and
storm water, building and living, recycling, environmental
information and education and sustainable development.
An anthology presenting the assesments can be ordered
from www.formas.se:
”Bo01 - experiences of a Swedish housing expo”.
The continuos development
of Västra Hamnen
Th e historical heritage of the area will be preserved by
keeping some of the large, and very often beautiful old
industrial buildings. Th is contributes to the specifi c
character of the area and creates a unique sense of identity.
Housing of varying types is planned, providing people
with diff erent requirements the chance to settle here. Th e
urban environment should off er natural meetingpoints
and a well-balanced mix of housing, activities, education,
service and green areas. Human needs for a variety of
sensory impressions like beauty, human proportion,
nature, water, contact and safety should be met.
Turning Torso
designed by the
architect Santiago
Calatrava is the new

landmark of Malmö
with its imaginative
design and height
of 190 m.
54 storeys with a total
of 147 apartments
and offices was ready
by autumn 2005.PH
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PHOTO BY: TOR FOSSUM
F A C T S
• Västra Hamnen 160 ha
• Fully developed the area will consist
of housing for 10.000,20.000 will be

working or studying in the area
• Malmö University is continuing its
extensive expansion and moved
into new premises by 2005
• Around 80 large and smaller
companies are established in
Västra Hamnen
• Today 6000 people are working in
the area
• The Bo01-area is 25 ha
• 950 housing units have been
completed by 2006
• Eight restaurants/cafés
and seven shops have been
established by 2006
• A new park will be ready 2007
• A private school started 2002
• Public school is planned
• Public transport serves the area
every 7 minutes
• 290 millions SEK have been granted
for environmentallyrelated
investments through the Local
Investment Programme (LIP)

Environmental investments,
information and guided tours:
Environmental department,
Environmental Strategy Unit
205 80 Malmö
+46 (0)40-34 12 67
[email protected]
www.ekostaden.com
Urban planning and architecture:
City planning office
205 80 Malmö
+46 (0)40-34 10 00
[email protected]
Soil decontamination and contracts:
Real Estate office
205 80 Malmö
+46 (0)40-34 17 02
[email protected]
Recycling:Department of Water and
Sewageworks
205 80 Malmö
+46 (0)40-34 16 00
[email protected]
Traffic,parks and public spaces:
Department of Streets and Parks
205 80 Malmö
+46 (0)40-34 10 00
[email protected]
Centrum City District
Box 4254,203 13 Malmö
Besöksadress Stora Nygatan 1
+46 (0)40-34 62 62
[email protected]
www.malmo.se/centrum

Energysystem:
E.ON Värme Sverige AB
205 09 Malmö
+46 (0)40-25 50 00
[email protected]
www.eon.se
For further information: www.malmo.se/vastrahamnen och
www.ekostaden.com
SUMMERY OF
VÄSTRA HAMNEN ś
GOALS AND DESIGN PRINCIPLES
2
3
This text is meant to serve as a guideline for the continued
development and construction of the Västra Hamnen (Wes-
tern Harbour) area in Malmö. The program summarizes the
planning principles that are already being utilized in Västra
Hamnen and is meant to serve as a basis for the area’s future

municipal planning.
The planning of the Västra Hamnen area began in 1997. The
initiation of the project began with the decision to hold a
housing exhibit called Bo01 in Malmö’s west harbour in the
spring of 2001. The area Bo01 is a climate neutral city deve-
lopment. It is a demonstration project and recieved financial
support fram the EU.
Windturbines, solar panels and a geoenergy system provi-
des all the energy needed on a one-year basis. Read more on
www.malmo.se
When developing the rest of the Western Harbour there has
henceforth not been any opportunities to provide for an en-
ergy system equally climate neutral.
Along with the construction of a new residential area, plans
were also made to build a university in Västra Hamnen. Bo01
was successfully held in 2001 but the area continues to de-
velop and evolve with new residential and commercial buil-

dings gradually being added. As the development of Västra
Hamnen has unfolded a number of city-planning principles
have been established and applied to the area. Many of the-
se strategies were not written down, and this text is therefo-
re an attempt to compile and manifest this silent knowled-
ge into text.
Introduction Background
4
A NATIONAL EXAMPLE OF SUSTAINABLE CITY-
PLANNING.
Västra Hamnen has already attracted international atten-
tion for its sustainable development principles. This profile
should continue and coming projects in the area should de-
velop it even further.
KNOWLEDGE CITY. Västra Hamnen is to become an im-
portant tool in Malmö’s development as a knowledge city.
Mix functions, people and ideas and the interaction and the
meetings that are so crucial to the knowledge city will occur.

MEETING PLACES. We should build even more inspiratio-
nal places where people with different experiences, know-
ledge and ideas can meet and interact.
1
2
3
4
5
Five Goals for a Sustainable Västra Hamnen
THE MIXED CITY. Västra Hamnen’s planning should be
characterized by a mixed functioning where residences, offi-
ces, cafés and recreational activities can all coexist within the
same building.
SURPRISES AND ATTRACTIVENESS. The public space in
Västra Hamnen should contain surprising elements. While bi-
king or walking around, one should feel encouraged to keep
delving into the area to discover more of its qualities.

5
1500 m
1000 m
500 m
Viktiga stråk
Framtida stråk
Framtida mötesplatser
Viktiga mötesplatser
When Malmö expands into the harbour areas it is important that
the future
developments enhance the existing thoroughfares from the
central parts of town.
New areas are connected to the city center of today through
working thoroughfares
and streets which connect and link the old and new meeting
places and hot spots.
6
Västra Hamnen should serve as a national - and international
- example of sustainable city development. Here are some

of the guiding principles of sustainable development in Väs-
tra Hamnen
Social Sustainability
Västra Hamnen should offer a city life full of meetings
and exchanges between people with different back-
grounds and lifestyles. To achieve this there should be
variety in the architecture and physical planning as well
as the form of tenure.
Meeting places formed around interesting activities and
ideas should be created
The planning should contribute to a safe city environ-
ment by creating interesting neighbourhoods which att-
ract people to visit and stay in the area.
The planning should be suited for all citizens including
those with functional disabilities. Since the young and el-
derly tend to spend a lot of time around their area of re-
sidence, special attention should be paid to their plan-
ning needs.

The bottom floors of the buildings on the larger streets
should contain commercial or organizational activity in
order to maintain a lively and stimulating environment.
Concrete Goals for a Sustainable City Development
7
Ecological Sustainability
At least 60 percent of the energy use in the upcoming
building projects should be renewable. We aspire to in-
crease this number even more in the future, for example
by using solar energy.
The energy use in the buildings should not exceed 110
kilowatt-hours per square meter and year. (Total usage,
including electricity for home appliances.)
The construction of the houses should be executed with
the least possible amount of non-renewable materials.
Toxic substances should be avoided and moisture con-
trol should be used.

The amount of waste – including during the construc-
tion - should be decreased. The waste from the con-
struction should also be sorted for recycling. Every build-
ing should have sorting facilities in close proximity.
Pollutions in the stormwater should, if possible, be avoid-
ed. The pollutions that do make their way into the storm-
water should be separated on the water’s path to the re-
cipient.
The area should serve as an example of how biodiversity
can be created in inner city landscapes through the cre-
ation of different biotopes. There should also be a varie-
ty of parks and green areas to provide a good breeding
ground for a varied flora and fauna.
Polluted land areas should be decontaminated before
they are built upon in order to prevent health risks for
the inhabitants and environment.
The area should have an environmentally adapted trans-
port system which is based on collective, bicycle and pe-

destrian traffic.
Economic Sustainability
Västra Hamnen should, in all aspects be characterized
by variety since variety provides robustness. By offering
many different kinds of housing, office sizes, retail loca-
tions and possibilities of small-scale industries, economic
sustainability is maintained.
Buildings, parks and infrastructure should be built for
long term sustainability since this reduces the use of re-
sources. This can mean a higher investment cost but in
return it can yield lower maintenance and upkeep costs
and a longer lifespan. Lifecycle analyses are useful tools
in this context.
Low maintenance and upkeep costs should be aimed at
and achieved through low resource use and choosing
materials and technical solutions which provide a long li-
fespan.
Existing buildings should, as far as possible, be recycled.

If they are demolished, building parts and material from
them should be reused.
Both small and large companies should be given the
opportunity to participate in the development of Västra
Hamnen.
Historically valuable buildings and structures should be
preserved.
A reasonable cost of living should be strived for when
planning and building the area.
The planning of the area should contribute to economic
growth.
8
Västra Hamnen should become at least as interesting to visit
as central Malmö. The variety of the area should make it mot-
ley and difficult to pin down. The area should exhibit exciting
and surprising elements. How will this be achieved?
By building on what already exists: Sundspromenaden’s

(the walking area by the sea) lively social life and urbanity,
the attractiveness of the swimming area and the vitality of
Stapelbädd Parken (the Skate Park).
By preventing Västra Hamnen’s new city environments
from becoming too anonymous and similar to all other
new buildings and cityscapes. The area has a worldwide
reputation for being unique – let us keep it that way and
build on it.
By demanding high standards from the architectural de-
sign.
By continuing to mix businesses, residential areas, sports
venues, services and education and research facilities in
the same spaces - only even more and everywhere.
By striving for many different forms of tenure and housing:
rental, private, collective living and so on. Size wise the-
re should be both small and large houses and apartments
and the planning should be innovative.
By encouraging many different construction companies,

architects and other actors to become involved in the
building process.
By allowing for great variation and diversity in the projects
and detail plans.
By designing the infrastructure for a variety of transporta-
tion types so they can function as spaces for human inte-
raction.
City life, diversity and intensity
By dedicating the bottom floors on the larger streets to
commercial activity, services and organisations.
By fulfilling the area’s need of municipal services.
By keeping a dense building structure.
2009 -
2010
2009 -
2010
2010
2010
2009

2009 -
2013
2008
2007
2009 -
2012
2008 -
2009
2007
2008
2008
2012 2008
2014
2016
2016
2011
2008 -
2009
2009
Preliminary plan for coming detail planning. The years show
estimated times for finished detail plans.

9
Meeting places for Malmö’s
inhabitants: swimming areas,
thematic playgrounds, town squares.
Local meeting places, presented sche-
matically: playgrounds, green areas etc.
Event spots for the whole region:
concerts, theatre, sports, exhibitions.
10
Examples of strategies for biological diversity used
in Västra Hamnen
1. A part of the courtyard is designed like a dry field
with for example Common Birds, Greater Knapweeds
and Bloody Crane’s-Bills. Meagre soil with mixed in
sand and, ideally, some lime.
2. A part of the courtyard is designed like a field with

for example Bluebells, Brown Knapweeds and Mea-
dow Crane’s Bills. Fairly meagre soil - ideally mixed
with some lime.
3. A part of the courtyard is designed like a grove with
for example Norway Maples, Spindles, Yellow Archan-
gels and Ladyferns.
4. The courtyard’s stormwater pond is designed like a
marsh with marsh vegetation such as Marsh-Marigold,
Glaucous Sedge and Yellow Iris. The flat pond edges
and bottoms are covered in dirt or gravel.
5. A roof or part of a courtyard is designed like a seashore
biotope with sand, gravel and seashore-vegetation such
as Thrift, Sea Aster and Silverweed.
6. The walls or stone laid paths of the courtyard are de-
signed like cliff biotopes with for example Common
Rock-Roses, and Breckland Thyme.
7. The courtyard has a stony part with nectar giving
plants.

8. A part of the courtyard can be a growth of wild bus-
hes such as Hawthorne, Honeysuckle and Wild Rose and
perhaps a pile of branches and straw for a hedgehog to
live in.
9. There are potential bees nests all around the area, for
example bunches of bamboo sticks or walls with little
holes in them
11
Green areas
Green connection areas
12
On a street where two city-areas meet, the façades on
both sides of the houses should be designed so they inte-
ract. This does not, however, mean that they necessarily have
to look like each other
Having small building plots for each building and using

small architectural firms to design every block.
2
3
1 The different city-areas should be linked together by con-
necting thoroughfares and sightlines. However, within the
city areas it is just as important to show that the streets do
not align.
Nine Design-Principles for Västra Hamnen
13
The height of the houses should generally be kept
around five to six stories. The area should however also
contain building structures of other heights.
4. Short and distinguishable façade lengths – around 25 meters
is a good rule of thumb. The length of one block should be
limited to 100 meters.
4
5

6 Västra Hamnen’s architecture is inspired by the old 19th
century Quarter City. The buildings should be placed in the
street-line.
14
Mixed use. Every building facing a main street or ave-
nue should contain at least two of the following: residen-
ces, services or commercial activity.
Passageway entries from the public area into the cour-
tyard.
The bottom floors facing streets should be given a
height which makes it possible for both residential and
commercial activity to take place there.
7
8
9
15
Malmö 2008, City of Malmö Planning Office

Translator: Philip Tanimura
västra hamnen site facts
Developer: Multiple
Architect: Multiple *
Population: 4,326
Projected Population: 10,000
Developed Area: 76.5 ha
Total Area: 175 ha
Current Density: 56.5 persons/ha
Projected Density: 57.1 persons/ha
Current Residential Units: 2,558
Construction Began: 1998
Planned Completion: 2015
Distance from City Center: 2 km
Cars: 440 cars/1,000 residents

Non-motorized Mode Share: 60%
Public Transport Mode Share: 17%
Residents with Carsharing: 3%
* Over 20 architects have been involved; some of
the most notable architects include Klas Tham,
Ralph Erskine, and Santiago Calatrava.
Nicole Foletta, ITDP Europe
case study
Västra Hamnen
malmö, sweden
background
Västra Hamnen is a brownfield redevelopment which provides a
mix
of uses, high quality cycling and pedestrian infrastructure, good
transit access and carsharing, and places an emphasis on
mobility
management. Non-motorized transportation use is higher and
car

use is lower in Västra Hamnen than in the city as a whole.
Västra Hamnen (the western harbor) has, in a couple of decades,
been transformed from an industrial park into a lively district
focused
on knowledge and sustainable living. Since the closing of
Kockums
Machine Halls, the district has become home to new parks,
swim-
ming areas, business campuses, schools, and residences. The
Västra
Hamnen campus of Malmö University opened in 1998 and three
years
later was the opening of the European Home Fair for Bo01.
These two
milestones marked the beginning of a new urban district coming
to
life in Malmö.
The aim for Västra Hamnen is to become an leading example of
environmental adaptation of a densely built urban district. It
will be
a powerful demonstration of Malmö’s commitment to increased
envi-
ronmental sustainability. The planning, building and

construction of
the district was guided by an ecological approach.
The first phase of the Västra Hamnen regeneration project was
called Bo01. The vision for Bo01 was to create a new and
modern
mixed use neighborhood, committed to sustainable principles.
The
development was featured in the 2001 European Housing Expo.
The
350 residential units presented at the Expo were comprised of a
mix
of tenures and were built following a set of guidelines for
architec-
tural quality, choice of materials, energy consumption,
sustainable
transportation, green issues and technical infrastructure. It has
served as a model for subsequent phases of development in
Västra
Hamnen, which have also been constructed following ecological
guidelines and incorporating a sustainability focus.
The most distinctive visual icon of Västra Hamnen is the
“Turning

Torso” tower (Photo 1), designed by Spanish architect Santiago
Calatrava. It consists of nine rotating cubes containing 54
floors,
accommodating offices at the bottom, conference facilities at
the
top, and in between 147 apartments, twisting 90 degrees from
top to
bottom, with a rooftop observation deck. At 190 meters it is the
tall-
est residential building in the European Union.
Västra Hamnen has received international acclaim, both for its
innovative sustainability features and its striking architecture. It
demonstrates that modern development can both be environmen-
tally conscious and attractive.
planning process
Västra Hamnen was primarily used as a port and industrial area,
and was home to the Kockums shipyard from the 1990’s until
the
late 1970’s when the shipping industry began to decline. In
1979
the Swedish government took over Kockums Machine Halls. By

the 1990’s the city of Malmö began to recognize the potential of
this attractive waterfront area, located close to the city center,
and
decided to convert this once industrial zone into a new
urbanized dis-
trict with a focus on education and sustainable living. It was
decided
in connection with Malmö City’s Vision Project in 1994/95 to
locate a
new campus of Malmö University in Västra Hamnen. The
university
opened in 1998 (Guide Western Harbor 2009).
Bo01
Flagghusen
Dockan
Universitetsholmen
The Western Harbour facts and figures 2008
The Turning Torso
Malmö City Planning Office
Contact: Eva Dalman
Figure 1: Vasträ Hamnen Neighborhoods

84 Europe’s Vibrant New Low Car(bon) Communities
Mälmo Main
Station
Bus Stop
Carsharing
Bicycle
Path
Västra
Hamnen
Developed
Area
Figure 2: Map of Vasträ Hamnen
Mälmo Main
Station
Bus Stop
Carsharing
Bicycle
Path
Västra
Hamnen
Developed

Area
200 m
1000 ft
The city also decided to build an eco-village as an international
example of sustainable development. The Bo01 project aka the
“City
of Tomorrow” was showcased at the 2001 European housing
expo.
The primary investors in Bo01 were the national government,
the
City of Malmö, and Sydkraft (a regional power company). The
City
of Malmö received money from the national government
through
a Local Investment Program, covering environmental measures
in
Bo01. This money was used for technical systems, soil
decontamina-
tion, infrastructure, and educational projects. The European
Union
also gave financial support for energy efficiency measures, the
EU
required the developers to conduct a scientific evaluation to
learn

from Malmö’s experience and share lessons with future projects
both
locally and internationally. Ongoing research is still being con-
ducted on topics as diverse as soil decontamination, traffic,
mobility
management, energy efficiency, green structure, storm water
reuse,
recycling, and sustainable development (Malmö Stad Website).
Expansion of Bo01 continued after the housing expo, including
construction of the district’s landmark, the HSB Turning Torso
tower.
The city authorities regarded a tall building in this location as
impor-
tant in terms of giving Malmö a new landmark, and therefore
granted
the scheme planning permission.
Newer developments in Västra Hamnen include the residential
neighborhoods of Dockan and Flagghusen and the University
District
of Universitetsholmen (Figure 1). These incorporate high
density
residential units with businesses, schools, service facilities,

parks
and recreational facilities. So far 76.5 ha of the total 175 ha
have been
developed, as seen in Table 1. Plans for Västra Hamnen include
three
additional residential neighborhoods, in addition to blocks dedi-
cated to education and training facilities, a conference center
and
concert hall, and office buildings. All of these development
projects
Land area (ha)
Bo01 (mixed use neighborhood) 22
Dockan (mixed use neighborhood) 11
Flagghusen (mixed use neighborhood) 4
Universitetsholmen (university district) 21.5
Green space 18
Total developed area 76.5
Total land area of Västra Hamnen 175
Table 1: Developed area of Västra Hamnen
City of Malmö

Västra Hamnen 85
in the area. Buses are given priority at traffic lights. Bus stops
have
elevated platforms to make boarding faster and easier, and many
stops now have weather protection to make waiting more
comfort-
able. In addition, over 100 stops across the city are equipped
with
electronic timetables so passengers know how long they must
wait
for the next bus to arrive (Photo 5). Real-time bus arrival
information
is also available on mobile phones using either mobile internet
or a
downloadable program.
In addition, from the southern border of Västra Hamnen it is
just
one kilometer to Malmö Central Station. This station will be
con-
nected to the Øresund Bridge through the new City Tunnel,
which was
scheduled to open in December 2010 and will link train travel

north
of the city to southern connection points including Copenhagen.
The
City Tunnel will consist of 17 kilometers of railway and 6
kilometers
of tunnel, representing the largest investment in public transport
in
Malmö’s history (Malmö Stad Website).
Public transportation in Malmö is run by Skånetrafiken, the
regional public transportation authority and operator in
Southern
Sweden. Skånetrafiken uses a zone-based fare system with inte-
grated tickets between different transport modes and for travel
between southern Sweden and Denmark. Public transit tickets
may
be purchased onboard buses, at automated ticket machines in
train
stations or at staffed customer service centers. In addition, bus
tickets can be purchased and displayed on mobile phones. In
2009
Skånetrafiken introduced a contactless smartcard called “Jojo.”
Patrons can load transit tickets, monthly travel passes and

discount
travel cards onto this smartcard. Children pay a discounted
price and
discounts are also available for family members traveling
together.
(Skånetrafiken Website)
Efforts have also been made to reduce emissions from buses. In
2003, a pilot project was launched in which two city buses
operat-
ing in the area were fueled by a mixture of 8% hydrogen gas
from
wind power and 92% vehicle fuel (Guide Western Harbor 2009).
The
project was very successful and now a majority of buses in the
city
use this fuel mixture. These buses are green in color and
promote the
efficient fuel mixture through a message on the bus stating “Gas
bus
for a greener and more beautiful Malmö.”
Carsharing
In 2005 the city of Malmö started a program (supported by The

CIVITAS Initiative) to introduce carsharing to Malmö. The
program
is part of the city’s aim to develop a transport system where
citizens
are not dependent on traditional private car ownership for all of
their
mobility. Membership in a carsharing organization can
eliminate
the need to own a private car and can reduce the number of car
trips
taken and vehicle miles traveled. The first Sunfleet Carsharing
site
was opened in 2005 close to Malmö Central Station. In 2006 the
second carsharing site was established in Västra Hamnen.
During
2007 two additional carsharing sites were opened in the inner
city. By
the summer of 2008 all five carsharing sites were opened with a
total
of 15 cars operating in the city and over 200 members. All of
Sunfleet
Carsharing’s cars are green vehicles, which either run on
natural gas,
biogas or E85 fuel (85% ethanol and 15% petroleum).

A survey found that local awareness of carsharing grew from
28%
in 2003 to almost 47% in 2008. By virtue of the shift from
petrol to
green fuels, there appeared to be a reduction in emissions from
the
use of carsharing vehicles in Malmö. The emissions reduction
esti-
mates for 2008, based on distance traveled by participating
vehicles,
are detailed in Table 2 (The CIVITAS Initiative).
are being undertaken with a focus on sustainability. The district
is
planned to eventually house 10,000 residents and provide
facilities
for 20,000 employees and students.
The most recently completed development in Västra Hamnen is
the Flagghusen residential area, which consists of 16 buildings
and
more than 600 apartment units. Planning of included a dialogue
between citizens and the developer in order to develop the best
solutions for those involved. Important concerns were safety

and
security, reasonable cost of living, low maintenance costs,
parking,
energy efficiency, use of non-toxic substances, and local
surface
water handling. As a result, Flagghusen has set new standards
for
social, economic and ecological sustainability, demonstrating
that
Västra Hamnen is continuing to push forward as a modern
example
of sustainable development (Guide Western Harbor 2009).
key policy and design measures
Västra Hamnen was planned to minimize future transport needs
and car dependency, in large part by emphasizing cycling. There
are
420 kilometers of cycle paths throughout the city of Malmö,
which
prides itself on being one of the world’s leading cycling cities.
In
Västra Hamnen alone there are 8,185 meters of new cycle paths.
Many improvements have also been made in Västra Hamnen in
order

to make public transport more attractive, including the addition
of
buses connecting central parts of Malmö with vital areas of
Västra
Hamnen (Figure 2). These and other policy and design
measures,
discussed below, aim to reduce car dependency of residents and
make Västra Hamnen a quality place to live.
Bicycle and Pedestrian Infrastructure
Västra Hamnen has a focus on promoting cycling and walking
(Photos 2 and 3). Cyclists and pedestrians are given priority in
the
Bo01 neighborhood and the area is nearly car-free. Cycling and
pedestrian paths are incorporated throughout the Västra Hamnen
district, including more than 8,185 meters of new cycle paths
alone
(Malmö Stad Website).
A long cycling route runs through Malmö from the southern
part of the inner city to Universitetsholmen, the university
district
in Västra Hamnen. A variety of innovative features are being

tested
along this stretch, aimed at improving bicycle safety and ease of
use.
These solutions include rails at traffic lights which cyclists can
rest
against so that they do not need to put their foot down, and
mirrors
placed at low-visibility intersections so that cyclists can see
what
is happening around the corner. Different types of lighting will
be
tested along the route to improve night time visibility. In
addition,
several mini service stations have been set up where cyclists
can
pump air into their tires and carry out simple repairs.
The city of Malmö has even given cyclists priority at thirty
traffic
lights across the city. Radar sensors have been fitted at these
crossings
to detect approaching cyclists and give them a green light. This
allows
cyclists to flow more smoothly in traffic and clearly
demonstrates the

city’s commitment to promoting cycling (Malmö Stad 2009).
Public Transport
Västra Hamnen is well served by public transport. At least one
bus
stop is located within 300 meters of every apartment, and buses
run
at seven minute intervals throughout the day (Photo 4). Many
invest-
ments have been made to improve the quality of public transport
Urban Design
Over twenty architectural firms were involved in the design of
Västra
Hamnen. Some of the most notable architects include Swedish
architect Klas Tham, architect/planner Ralph Erskine, and
innovative
Spanish architect Santiago Calatrava. Klas Tham, in particular,
was
instrumental in the development and conceptual plan of the
district,

which includes a variety of notable design features.
Street Layout and Design
The street network of Västra Hamnen consists of a mix of
individu-
ally designed streets, pedestrian ways, alleyways and open
squares
(Photo 6). Swedish architect Klas Tham himself describes the
street
layout as a “grid that has been distorted by the wind” (Natural
Space
Website). The district generally has a grid street network,
however
within the neighborhoods the streets are narrower and take on a
more organic form. Further, the inner area of Bo01 is car-free,
consist-
ing of only pedestrian ways and cycle paths. This structure
makes it
easy for cars to cross Västra Hamnen, but provides a safer
environ-
ment with reduced car traffic within its various neighborhoods.
Public Space Design
Västra Hamnen has several parks including Ankarparket and

Daniaparken. The planners wanted citizens to be able to walk
from
Västra Hamnen to the city center of Malmö through parks and
green
spaces. They therefore created Stapelbäddsparken, which
beyond
providing a green pedestrian way also acts as an activity center
including cafes, a climbing wall, a skateboard park, and an
ecological
playground for children. This mix has made the park a meeting
place
for all age groups, offering a broad range of activities
promoting the
health and well-being of visitors.
The conceptual planning architect Klas Tham also had the idea
to transform a strip of the waterfront into a promenade. While
the
idea was controversial at first, today Sundspromenaden is a
popular
place for citizens and visitors to socialize, sunbathe and enjoy
the
waterfront views (Photo 7).
Today there are two carsharing locations in Västra Hamnen.

One
location is situated next to Bo01 and has seven vehicles. The
other
location is in Universitetsholmen and has one vehicle (Figure
1). A
survey in 2010 found that 3% of Västra Hamnen residents have
a
carsharing membership (ITDP Europe 2010).
Parking
The planners of Västra Hamnen have recognized the importance
of
limiting parking in order to reduce car use, however
implementation
of this strategy has proved challenging. Parking in the Bo01
develop-
ment was limited to 0.7 parking spaces per household, as
compared
with the typical Malmö requirement of 1.1 parking spaces per
house-
hold. However, local residents’ demand for parking exceeded
that
available, indicating that the scheme had ecological
expectations

more ambitious than current behavior warranted. Eventually, a
multi-
story parking garage was built in conjunction with the HSB
Turning
Torso (Roberts 2008).
The parking issue was readdressed during the planning process
of Västra Hamnen’s newest neighborhood, Fullriggaren which
requires just 0.75 parking spaces per household. The policy is
not
a restriction on the number of parking spaces allowed to be
built;
it is a decrease of the number of parking spaces that are
required
to be built. It does seem that only 0.75 spaces per household
will
be built, at least initially. The passage of this policy is at least
one
step towards limiting the number of parking spaces provided in
the
district (Magnus Fahl, pers. comm.).
Västra Hamnen also uses parking pricing to discourage excess
driving. The city of Malmö has three parking pricing zones for
public,

on-street parking, as outlined in Table 3. Like the city center,
the
neighborhoods of Bo01 and Flagghusen are classified as red
zones
and therefore have the highest on-street parking fees in the city.
The
University District, Universitetsholmen, is classified as a green
zone.
The neighborhood of Docken, however, does not have a parking
zone
classification and therefore people may park in this
neighborhood for
free for up to 24 hours.
Emissions reductions Percent reduction
2,530 kg CO2 42%
1,255 g NOx 60%
15 g PM10 12.5%
Price per hour Charging period
Green Zone 10 sek (1.1 €) 09:00 – 18:00 Weekdays
White Zone 15 sek (1.6 €) 09:00 – 18:00 Weekdays
Red Zone 20 sek (2.2 €) 09:00 – 20:00 Weekdays

09:00 – 16:00 Saturdays
Table 2: Emissions reductions from shift to carsharing vehicles
in Malmö (2008)
Table 3: Pricing by zone for the City of Malmö
http://www.civitas-initiative.org
Author’s
elaboration
Author’s
elaboration
Västra Hamnen 87
2
1
Turning Torso
Tower
Västra Hamnen
is known for high
quality urban design
and architecture.
Its most famous
landmark is the
Turning Torso Tower
designed by Santiago
Calatrava.
The inner part of the

B001 neighborhood
is completely car-
free. The city built
8 km of new cycle
paths through the
development.
3
Bike parking
near waterfront
4
5
Buses offer real-time
arrival information at
stations and get prior-
ity at traffic signals.
All households in Västra
Hamnen are within
300 m of a bus stop.
6
Plaza in
Västra Hamnen
7
Västra Hamnen
waterfront

Västra Hamnen 89
Building Layout and Design
The architectural firms working in Västra Hamnen were given
freedom of expression to create new, innovative design
structures.
One outcome of this is the building layout of Bo01, designed by
Klas
Tham, which consists of a row of high-rise (5 – 7 story) flats
forming a
wall along the sea, creating an effective climate barrier on the
south-
west side of the district, with a small scale interior including
lower
rise buildings, pedestrian ways and intimate plazas. This mix
gives
the area a unique character.
Santiago Calatrava’s HSB Turning Torso tower is another
example
of innovative design, not only its appearance, which has won
interna-
tional acclaim, but also due to its energy efficiency features and

mix of uses.
The housing in Västra Hamnen has a mix of tenures including
tenant-owned apartments, rental apartments and private housing.
This mix guarantees social diversity in the district. The size of
resi-
dential units also varies, as seen in Table 4.
Beyond housing, Västra Hamnen contains a mix of uses includ-
ing Malmö University, the Kickum Fritid Sports Complex, the
Salt
& Brygga restaurant, Orkanen (Malmö’s new Teacher Training
Department), the Malmö Business Incubator (MINC), and many
other
businesses, schools, restaurants and other service centers.
Overall
the district is home to 262 businesses and employs over 9,000
people (The Western Harbour Facts and Figures 2010). The
develop-
ment’s expansion plans include additional residential uses, as
well
as a focus on education, training and knowledge centers.
Mobility Management

Malmö has recognized that simply building a sustainable
develop-
ment is not enough; ongoing effort is needed to encourage
residents
to adopt sustainable lifestyles. Therefore, Västra Hamnen was
provided with its own Mobility Management office to carry out
travel habit inquiries, develop informational material, and
create
campaigns to encourage sustainable mobility habits. One such
cam-
paign was recently carried out in Flagghusen. The project,
entitled
“New Address — New Travel Patterns — Flagghusen,” was
based on
a similar project implemented by the Ardeo Centre of
Excellence for
the City of Malmö in 2006-2007. The Flagghusen project,
conducted
in November-December 2008, consisted of three steps: 1. A
welcome
letter was sent by mail to residents, 2. Residents were contacted
by phone, and 3. Mobility advisors provided customized
mobility

advice to residents and mailed information based on the
telephone
conversation. The phone conversations discussed travel habits,
attitudes towards different modes of transport, car ownership,
how
to take advantage of public transit and cycle paths, advantages
and
disadvantages of different modes of transport, and information
on
carsharing. Results from the previous study found that it is most
effective to approach residents when they are new to a
neighbor-
hood and before they establish travel habits, in order to have a
greater influence on their travel choices. The aim of the project
was
to provide tips and ideas on ways to simplify and improve
residents’
stay in the neighborhood while taking into account the
environment
and other residents.
Residents were given various offers, depending on their travel
choices, in order to encourage them to use more sustainable
modes

of transport. For example, those who mainly drive and do not
own a
bike were offered a free bike for a month. In addition, those
owning
a car or planning to purchase a car were offered a three month
free
trial membership to Sunfleet Carsharing. Respondents were also
asked what type of mobility information they would be
interested
to receive. The most popular item was a map of bicycle paths
(69%),
47% wanted information on cycling, 34% wanted eco-driving
infor-
mation, and 23% wanted information on carsharing. The idea is
that
although many residents support the idea of sustainable
transport,
many need an extra push or incentive to try a more sustainable
option for the first time. This first step is often the biggest
hurdle to
making a change in transport habits (Ardeo 2008).
quantitative analysis

Västra Hamnen is located in Malmö, the third largest city in
Sweden.
The city has recognized transport’s role in producing harmful
emis-
sions and has taken many steps to reduce this effect. In
particular,
Malmö participated in the CIVITAS SMILE initiative between
2005
and 2009, during which the city implemented several measures
aimed to reduce car dependency, lower hazardous emissions
from
city traffic and create a modal shift towards public transport,
cycling
and carsharing.
no ridiculous car journeys
A large number of “ridiculously short car journeys”
(journeys shorter than five kilometers) are made
every day in Malmö. The No Ridiculous Car Journeys
campaign aims to encourage people to think about
how they use their cars and to cycle instead of
making these short trips by car. One initiative in the
campaign was a contest to win a bike by providing
the details of a ridiculous car journey made in
Malmö. When the campaign was launched in 2007,
half of all Malmö residents were aware of it, and as
a result, many have since switched their ridiculously
short car trips to bike. No Ridiculous Car Journeys

has gained widespread attention, both inter-
nationally and in other Swedish cities. Helsingborg,
Kristianstad and Umeå have already used this
campaign, and more cities are planning to do so. In
Malmö the No Ridiculous Car Journeys campaign will
be repeated every spring. (Malmö Stad 2009)
Area (ha)
Studio (without kitchen) 11%
1 Room 5%
2 Rooms 30%
3 Rooms 36%
4 Rooms 13%
5+ Rooms 5%
Table 4: Breakdown of residential unit size in Västra Hamnen
City of Malmö
Västra Hamnen City of Malmö
Population 4,326 290,000
Area (ha) 76.5 * 15,600
Population density (persons/ha) 57 19

Residential units 2,558 146,700
Cars per 1,000 residents 440 480
Car parking spaces/residential unit 0.8 na
Residents with carsharing membership 3% 2%
Mode share
Car 23% 41%
Public transit 17% 16%
Bicycle 31% 23%
Walking 29% 20%
Land Area (ha) Population
Number of
Dwellings
Dwelling Unit
Density (units/ha)
Bo01 (including Turning Torso) 22 2,293 1,394 63
Dockan 11 943 547 50
Flagghusen 4 1090 617 154
Total 37 4,326 2,558 69
* current developed area

Table 6: Residential unit densities of various neighborhoods in
Västra Hamnen
Table 5: Västra Hamnen compared to surrounding area
City of Malmö
City of Malmö
0%
work
VH M VH M VH M VH M
p
er
ce
n
t
o
f
re
si
d
en
ts
grocery store other shopping services
20%

40%
60%
80%
100%
car
train
bus
bicycle
walking
VH = Västra Hamnen
(2010)
M = Malmö
(2008)
ITDP Europe 2010 and City of Malmo 2008
Figure 2: Mode of travel for various trip types
Density
Västra Hamnen has a more dense settlement structure than the
City of Malmö (57 persons/ha in Västra Hamnen versus 19 per-
sons/ha in Malmö), as seen in Table 5. Increased density

increases
efficiency of resource use. The density of residential units in
various
The following analysis compares statistics from Västra Hamnen
to the City of Malmö to show that even within a city as
ambitious as
Malmö, further reductions in the carbon footprint of residents
were
possible due to the combination of policy and design measures
pres-
ent in Västra Hamnen.
Västra Hamnen 91
smaller percent of Västra Hamnen residents commute by car
(33% vs.
45%). Västra Hamnen’s non-motorized mode share for grocery
store
trips is only slightly higher than Malmö’s (63% vs. 62%), and
Västra
Hamnen’s mode share by car is actually higher (36% vs. 32%).
This
demonstrates a potential to shift grocery store trips of Västra
Hamnen

residents to more sustainable transport modes. Västra Hamnen’s
non-motorized mode share for other shopping trips is much
higher
than for the city of Malmö (79% vs. 46%) and its non-motorized
mode
share for service-related trips is higher as well (67% vs. 47%).
Looking at overall trips taken by residents (Figure 3), Västra
Hamnen has a more sustainable mode split than the city of
Malmö,
as seen in Figure 3. 41% of trips made by Malmö residents are
by
car and only 23% in Västra Hamnen. Further, more trips are
made
by bicycle (31%) and on foot (29%) in Västra Hamnen than in
Malmö
(23% and 20% respectively). The share of public transport trips
is
similar for both.
Distance Traveled
Looking at distance traveled can reveal the potential for using
non-motorized travel modes. People are much more likely to
walk

neighborhoods within Västra Hamnen varies, as seen in Table 6.
The residential unit density in Flagghusen is particularly high at
154 units per hectare.
Car Ownership Rate
The car ownership rate is actually quite high in Malmö, and the
value
for Västra Hamnen is slightly lower. In Västra Hamnen there
are 440
cars per 1,000 residents while in the City of Malmö there are
480 cars
per 1,000 residents.
Mode Split
Figure 2 compares the mode split of various trip types between
Västra Hamnen residents and City of Malmö residents. The
Västra
Hamnen values come from an internet-based survey of residents
conducted by ITDP Europe (in collaboration with the City of
Malmö)
in 2010; the Malmö values are taken from the city’s 2008
resident
travel behavior report. The non-motorized mode share for

Västra
Hamnen is higher than the City of Malmö for all trip types. In
Västra
Hamnen, 44% of residents commute to work by non-motorized
modes
(walking or cycling) versus 36% of Malmö residents.
Furthermore, a
0%
Västra Hamnen
(2010)
p
er
ce
n
t
o
f
tr
ip
s
Malmö
(2008)
20%

40%
60%
80%
100%
car
public transport
bicycle
walking
0%
p
er
ce
n
t
o
f
re
si
d
en
ts

less than 5km 5– 10 km 11–25km 26–50 km more than 50km
20%
10%
30%
40%
21%
14%
19%
8%
37%
Figure 3: Mode split for all trips
Figure 4: Distance to work for Västra Hamnen residents (2010)
ITDP Europe 2010
and City of
Malmo 2008
ITDP Europe 2010
and City of
Malmo 2008

Luckily, the city of Malmö has recognized this issue and is
making
more of an effort to advertise the district specifically as an eco-
district, with a focus on reduced car use and ownership. In
addition,
a Mobility Management office has been developed to encourage
residents to shift away from car use to more sustainable forms
of
transport such as walking, biking and public transport.
New sustainable districts in other cities should keep in mind
that
residents are attracted by a variety of features, not just
environmen-
tal ones. Therefore it is important to market the focus on
sustainable
living and reduced car ownership from the beginning and also to
provide an ongoing effort (such as a mobility management
office) to
encourage sustainable transport habits.
or cycle for a trip that is less than 5 km than for a trip that is 25
km
or more. According to the 2010 survey, the average distance to
work

for a Västra Hamnen resident is 18 km (Figure 4) and the
average
one-way commute time is 30 minutes. Figure 3 shows a
breakdown of
travel distance to work for Västra Hamnen residents. More than
35%
of residents travel less than 5 km to get to work. These short
travel
distances make it easier for residents to commute by walking,
cycling
or public transit. Shorter travel distances also help reduce
emissions
generated by motorized forms of transportation. In addition,
27% of
survey respondents stated that they work from home at least one
day
per week. Working from home reduces the need to travel and
thus
has the potential to reduce emissions.
Residents of Västra Hamnen also do not have to travel far to get
to a grocery store. A third of residents travel less than 500 m to
get
to a grocery store and half travel less than 1 km. Based on

survey
responses, it is estimated that the average distance a resident of
Västra Hamnen travels to reach a grocery store is 1.2 km. This
is not
measuring the distance to the closest grocery store, but rather
the
store at which the resident chooses to shop, which may or may
not
be the closest store. These short distances make it easy for
residents
to travel to the store by foot or bicycle. Furthermore, 4% of
survey
respondents stated that they have groceries delivered at least
once
per month. Having groceries delivered also has the potential to
reduce emissions.
lessons learned
Today Västra Hamnen attracts residents based as much because
of
its attractive location near the water and city center and high
quality
housing as because of its sustainability features. Therefore,
many

new residents own cars and want to use them. This has caused
increased demand for parking and as discussed, although Bo01
was
initially planned as a neighborhood with limited parking,
eventu-
ally a multi-story parking garage was built to provide more
parking.
Catering to car users and making the district more car-friendly
works
in opposition to many of the core goals of the project.
sources
Ardeo (2008). Ny adress — nya resvanor Inflyttade i
Flagghusen Gatukontoret, Malmö.
CIVITAS Initiative website,
http://www.civitas-initiative.org/measure_sheet.
phtml?lan=en&id=246 (accessed July 9, 2010).
CIVITAS SMILE Initiative website, http://
www.civitas-initiative.org/project_
sheet?lan=en&id=1 (accessed July 9, 2010).
Communication with Csaba Gyarmati,

Transportation and Highways Department, City
of Malmö, August 2010.
Communication with Magnus Fahl, Streets and
Parks Department, City of Malmö, May 2010.
Guide Western Harbor (2009). Malmö Stad -
Environmental Department, Malmö.
Roberts, Hanna (2008). Urban Design Best Practice
Case Study — Bo01, Malmö, Sweden. Bo01 City of
Tomorrow, Malmö.
Malmö Stad (2003). Västra Hamnen — The Bo01
Area: A City for People and the Environment,
Malmö.
Malmö Stad (2008). Malmöbornas resvanor och
attityder till trafik och miljö 2008, Malmö.
Malmö Stad (2009). Improving Malmö’s Traffic
Environment, Malmö.
Malmö Stad website, http://www.malmo.se/
English/Western-Harbour.html (accessed July

9, 2010).
Natural Space website, http://www.naturalspace.
com/sweden_broadband/swedentext.htm
(accessed July 9, 2010).
Øresundsbro Konsortiet (2009). Øresundsbron
Annual Report, Copenhagen and Malmö.
The Western Harbour Facts and Figures 2010
(2010). Malmö City Planning Office, Malmö.
Image credits
Figure 1: googlemaps http://maps.google.de/
maps/ms?hl=en&ie=UTF8&vps=2&jsv=298d&
oe=UTF8&msa=0&msid=1164783229907102115
44.0004925639cfb8b3008bf
Figure 2: City of Malmö
Opening spread photo: La-Citta-Vita on Flickr
Photos 1, 6: Simon Field, ITDP Europe
Photos 2, 3: Streets and Parks Department,
City of Malmö

Photos 4: Nicole Foletta, ITDP Europe
Photo 5: http://www.norden.org/
Photo 6: visitsweden.com, Frederik Tellerup/
Malmö Turism
Västra Hamnen 93

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