Sustainable Built Environment in Tropical Hemisphere Countries
6. Conclusion
After the different discussions and interviews on elders feelings about the sidewalk design in their neighbourhoods, it is stated that walking with in an urban community should be a pleasant and enjoyable experience for healthful exercise and relaxation on the way to work, shopping or other destinations. Instead pedestrians often encounter obstacles that might be unsafe and unpleasant due to the urban design and sometimes would prefer to stay at home, or just go out and walk when is just absolutely necessary and where there will be no other kind of transportation. This can affect significantly if we want our elders to still feel active and part of a community.
The built environment are all those spaces design to protect people from nature, held different activities, work or just beautify the present environment, in order to develop, obtain comfort and leisure. In other words spaces built and design for a better life quality. As a designer we need to ensure the space that is being design has a homogenous interaction between people and space and vice versa.
When we design a space maybe the first thing we think of is "happiness". Everyone should be pleased with space functions. When we think about life style we often want to have more of it, more often. Or maybe it reminds us of remaking and restructuring life, changing everything around. Thinking lifestyle design could even bring up images of your perfect self – the happiest, healthiest, most successful and educated and productive ‘you’ you could be. We should always find a balance between, to cover everyone's needs. Usually simplistic will cover most people needs doesn't matter the age. Especially for children or older adults that will have problems with real complex designs. The better an outdoor environment is design the better will be for and it will suit everyone, and for elders maintain an active life style, since for them the spaces where their activities are held also affect them emotionally, all of this is important when an Aged-friendly city is emerging. Since its goals it's to satisfy everyone's needs. Sidewalks and open spaces make a difference in elders life, they are the spaces that links them to what is in the world to enjoy, and to keep learning and
S u s ta iN 2 0 1 3
Page | 62 enriching their soul. An improved and well-maintained sidewalk can lead elders to a better life style in their surroundings since they tend to be more aware of what is around them and details. When elders encounter a green sidewalk, well maintained, with shelter and rest able furniture they change their routes and transit by this paths.
Acknowledgements
I would like to express my sincere gratitude to my adviser Prof. Ko-Chiu Wu for the continuous support of my masters study and research, for his patience, motivation, enthusiasm, encouragement and immense knowledge.
I also express a deep appreciation for Nancy Andrade former employee and manager of sustainable programs of the NGO Fundacion Biosfera branch in La Plata, Argentina, that without knowing me kindly agree to a deep interview of La Plata city cultural and developing characteristics
References
1. World Health Organization 2007. Global Age-Friendly Cities: A guide. Geneva: World Health Organization
2. Amanda J. Lehning, PhD 2011, City Government and aging in place: community design, Transportation and Housing innovation adoption;
3. Chi-Wai Lui, Jo-Anne Everingham, Michael Cuthill, Helen Bartlett, September 2009 What makes a community age-friendly:A review of international literature
4. Fei Sun, Ian J. Norman, and Alison E. While, 2013 Physical Activity in older people: a systematic review
5. Corey L. Nagell, Nichole E. Carlson2, Mark Bosworth3, and Yvonne L. Michael May 7, 2008., The Relation between Neighborhood Built Environment and Walking Activity among Older Adults
6. Ed Harding, International Longevity Centre UK 2007, Towards Lifetime Neighbourhoods: Designing sustainable communities for all.
7. Paula J. Gardner, 2007 Natural neighborhood networks — Important social networks in the lives of older adults aging in place,
8. Rita Newton, Marcus Ormerod, Maria O’Sullivan, John Gregory, Chris Dibbs, Vanja Garaj, Elizabeth Burton, Lynne Mitchell, Catharine Ward-Thompson, Older Pedestrians and the Street Environment, United Kingdom
9. Mohammad Faruk, Marcus Ormerod, Rita Newton, Hamish MacLennan 2008 1Inclusive Pedestrian Crossing Environment: A Case for Older Pedestrians, United Kingdom
10. Di Domizio Debora, 2011, Políticas públicas, prácticas corporales y representaciones sociales sobre la vejez : Un estudio de Casos,
11. Dena Hsin-Chen Hsin, Darryl Macer, 2006 Comparisons of Life Images and End-of-Life Attitudes Between the Elderly in Taiwan and New Zealand
12. Eduardo Galak, 2009, La vejez es una palabraA: apuntes para pensar el cuerpo del aduto mayor desde las nociones del sujeto, individuo y habitus,
13. Danel Paula, May 2008, Adultos Mayores Institucionalizados; objetos de proteccion, cuidado y Rentabilidad
14. Wei Lin PhD and Ya-Wen Lee MS, 2005, Nutrition knowledge, attitudes, and dietary restriction behavior of the Taiwanese elderly, 15. Yueh-Ching Chou, Ph.D. November 2009, Older people and social care in Taiwan, Trinity college, Dublin, Ireland
16. José Eugenio Borao Mateo Professor National Taiwan University, November 2010, The Future of the Elderly Care in Spain and Taiwan: The Cultural Background.
17. Alexandra Hernández, Luis F. Gómez and Diana C. Parra , April 2010, The relevance of urban environments and physical activity in older adults for Latin-America,
18. Paula J. Gardner, Natural neighborhood networks 2011 — Important social networks in the lives of older adults aging in place
19. Reyhan Gedikli, Ali Ozbilen,2004 A mathematical model to determine unit area size per person needed in a neighborhood park: a case study in Trabzon city (Turkey)
20. Kam Hung & John L. Crompton 2006, Benefits and Constraints Associated with the Use of an Urban Park Reported by a Sample of Elderly in Hong Kong
21. Andrew T. Kaczynski, Luke R. Potwarka, Bryan J. A. Smale & Mark E. Havitz, 2009 Association of Parkland Proximity with Neighborhood and Park-based Physical Activity: Variations by Gender and Age
22. Andreja Brajsˇa-Zˇganec , Marina Merkasˇ. Iva Sˇverko 2009, Quality of Life and Leisure Activities: How do Leisure Activities Contribute to Subjective Well-Being?
23. Rosemary Day 2008, Local environments and older people’s health: Dimensions from a comparative qualitative study in Scotland 24. Robert Home, Marcel Hunziker, & Nicole Bauer 2012, Psychosocial Outcomes as Motivations for Visiting Nearby Urban Green Spaces 25. Jasper Schipperijna, Ulrika K. Stigsdotter, Thomas B. Randrupb, Jens Troelsenc 2010, Influences on the use of urban green space – A case
study in Odense, Denmark
26. Ed Harding, International Longevity Centre UK 2009, Towards Lifetime Neighbourhoods: Designing sustainable communities for all 27. Rita Newton, Marcus Ormerod, Maria O’Sullivan, John Gregory, Chris Dibbs, Vanja Garaj, Elizabeth Burton, Lynne Mitchell, Catharine
Ward-Thompson November 2011, Older Pedestrians and the Street Environment
28. GEOFF GREEN, JOHN ACRES2, CHARLES PRICE and AGIS TSOUROS November 2009, City health development planning
29. Burton EJ, Mitchell L, Stride CB, November 2011 Good places for ageing in place: development of objective built environment measures for investigating links with older people's wellbeing.
30. Corey L. Nagell, Nichole E. Carlson, Mark Bosworth, and Yvonne L. Michael, May 7 2008 The Relation between Neighborhood Built Environment and Walking Activity among Older Adults
31. Kevin M. Leyden,PhD, September 2003 Social Capital and the Built Environment: The Importance of Walkable Neighborhoods
32. Ethan M. Berke, MD, MPH, Thomas D. Koepsell, MD, MPH, Anne Vernez Moudon, Dr es Sc, Richard E. Hoskins, PhD, MPH, Eric B.
Larson, MD, MPH, March 2007 Association of the Built Environment With Physical Activity and Obesity in Older Person 33. Pedestrian Design Model Guidelines for San Diego, California U.S.
S u s ta iN 2 0 1 3
Page | 63
34. Accessible sidewalks and street crossing
35. Federal High way Administration, U.S. Department of Transportation, Designing Sidewalks and Trails for access
36. Hans-Werner Wahl PhD, Agneta Fänge, PhD, Frank Oswald PhD, Laura N. Gitlin PhD and Susanne Iwarsson PhD, 2009 The Home Environment and Disability-Related Outcomes in Aging Individuals: What Is the Empirical Evidence?
37. Center for Excellence in Universal Design Dublin, Ireland, "Building for Everyone: A Universal Design Approach"
38. National University Lomas de Zamora, Agencia Universitaria de Noticias y opinion. "Se necesita otro modelo de desarrollo urbano"
39. Chi-Wai Lui, Jo-Anne Everingham, Michael Cuthill, Helen Bartlett ; 2009, What makes a community age-friendly:A review of international literature
40. Fei Sun, Ian J. Norman, and Alison E. While, 2013, Physical Activity in older people: a systematic review
S u s ta iN 2 0 1 3
Page | 64
4th International Conference on Sustainable Future for Human Security, SustaiN 2013
Landscape Infrastructure as Strategy inthe Design of Transport Infrastructure.
Case study: Surabaya and Malang, Indonesia
Subhan Ramdlani
a,aArchitecture Department, Engineering Faculty , University Of Brawijaya Malang-65145, INDONESIA
Abstract
Transportation has been recognized as one of the indicators of the sector was instrumental in the development of the city. However, the development of transport was found to have an impact on the environment in spatial and temporal coverage of large (Rini, 2005).
The impact of high transportation movement, resulting in high usage vehicles contributes to air pollution, thermal energy (temperature) and noise (Soedomo, 1999). In Indonesia, station, airport, terminal and other public transport infrastructure, has a noise level up to 70 dB (SK.MLH 24/11, 1996). The new urban design based on Landscape Infrastructure is one strategy that expands the performance parameters of a designed landscape to a multi-functional, high performance system, including those originally ascribed to traditional systems infrastructure.Thinking in terms of Landscape Infrastructure adds multiple additional benefits to traditional infrastructure: city beautification and re-vegetation/forestation; water and energy conservation; restoration of natural systems; storm water management; energy farming; wildlife habitat expansion; favored pedestrian use; and expanded park land and open space built in neglected segments of existing urban infrastructure (Aquino, 2011). This paper will discuss when and how to optimize the landscape infrastructure for the urban transport infrastructure design to minimize air pollution, noise and energy conservation in case of transport infrastructure in Surabaya, Indonesia.
© 2013 The Authors. Published by SustaiN Society.
Selection and peer-review under responsibility of the SustaiN conference committee and supported by Kyoto University; (RISH), (OPIR), (GCOE=ARS) and (GSS) as co-hosts
Keyword: Landscape Infrastructure; transport infrastructure
1. Introduction
There are differences between the designs of eco-conscious city infrastructure with traditional city in general.
Traditional city infrastructure generally incorporates transportation and communications systems, as well as water and power lines, and other utilities and structures. While the city is looking at the infrastructure part of the urban design, landscape looked Infrastructure as a methodology that expands the performance parameters of a designed landscape to a multi-functional, high performance system. Including those originally ascribed to traditional systems infrastructure. In general, traditional urban design is oriented towards building massing and grids. Urban design based on principles of Landscape Infrastructure is focused on landscape-based integration of the built and natural environments-seeking out opportunities for building innovative nature and public amenities into the infrastructure of a city. (Aquino, 2011).
Nomenclature
SK.MLH : Surat Keputusan Menteri Lingkungan Hidup/Decree of theMinister of Environment 1.1. Landscape Infrastructure
Initially, infrastructurelandscapeis understoodasafundamentallyrelationalconceptincludingboth "boundary objects"
and"passagepoints"(Boris, 2009). Due this concept following the Star (Star & Ruhleder, 1996) instead of seeing landscape Infrastructure as a substrate for other things it needs to be seen as a substance in itself, with its own experiential qualities based on time and engagement in different landscape situations. Thus Landscape emerges infrastructure through practice by being connected to different
Corresponding author. Tel.: +62-813-346-940-54; fax: +62-341-567-486.
E-mail address:[email protected]
S u s ta iN 2 0 1 3
Page | 65 forms of activity. It was concerned about of "the spatial negotiation" between city and landscape likewise suggested the potentiality inintroducing, thus the forest and the forested geina Fragmented Urban Landscape (Sieverts, 2008).
On the other side, in the development of the urban environment, foresting the cityhas to be one alternative to improve the quality of life the building environments via the ecosystem services provide and psychosocial restoration (Staley, DC2009). The majority of formal cost benefit analyzes finds that the urban forest benefits exceed their costs, sometimes substantially. For example, urban forest slow traffic thereby improving roadway safety, intercept and absorb gaseous particulate air pollution, surrounding areas and buildings cool by shading room evapotranspiration and also reduces low-level ozone and smog formation, as well as the increase of pavement longevity. Urban forests intercept and a slow precipitation roommate reduce storm water peak flow and soil erosion. Urban forests also increase of residential and commercial property values and improve business performance in well-landscaped areas. Built environments would be far less desirable urban forest without (Staley, 2012).
From that all frames of reference, landscape infrastructure, is not altogether new, but is definitely one of the more emerging ideas within landscape architecture and urban design. And it is not limited to the area between city and landscape. He thrives in the context of the city's infrastructure to better serve the environment better quality. Thinking in terms of Landscape Infrastructure adds multiple additional benefits to traditional infrastructure: city beautification and re-vegetation/forestation;
water and energy conservation; restoration of natural systems; storm water management; energy farming;
wildlife habitat expansion; favored pedestrianuse; and expanded park land and open spacebuilt in neglected segments of existing urban infrastructure. Landscape Infrastructure can transform urban blight into urban destination. It can help to create an iconic identity for a city based on the city's latent natural and cultural features. (Aquino, 2011)
1.2. Transport Infrastructure’s problem
Table 1 Characteristics of the Service Level Road in Surabaya city (source :Surabaya Transportation Dept., 2011)
Street V/C Ratio Road Class
Jalan Urip Sumohardjo Jalan Raya Darmo Jalan Diponegoro Jalan Kusumabangsa Jalan Yos Sudarso Jalan Basuki Rahmad Jalan Gubeng Pojok Jalan Gemblongan Jalan Pemuda Jalan Pasar Kembang Jalan Kedungdoro Jalan Raya Gubeng Jalan Panglima Sudirman
1,08 0,70 0,83 0,74 0,76 0,99 0,95 0,75 0,60 0,75 0,40 0,46 0,87
Secondaryarterial Secondaryarterial Primaryarterial Secondaryarterial SecondaryColector Secondaryarterial Secondaryarterial Secondaryarterial Secondaryarterial Primaryarterial Secondaryarterial Secondaryarterial Secondaryarterial
Around the world, the transport sector plays a crucial and growing role in world energy use and emissions of Green House Gasses (GHGs). To 2004, transport energy use amounted to 26% of total world energy use and the transport sector was responsible for about 23% of world energy-related GHG emissions (IEA, 2006b). Meanwhile, one of the main problems in the transport system in big cities in Indonesia, such as Jakarta, Surabaya is the mixing of all kinds of vehicles (light cars, trucks, motorcycles, and even rickshaws etc.) As well as a wide range of activities (park, street vendors, pedestrians etc) further adding to the burden. According Morlok (1999), the movement patterns of
S u s ta iN 2 0 1 3
Page | 66 traffic flow influenced the vertices of the city itself and the activities of the nodes in the vicinity of the city, all of which are traffic generation. To describe the traffic density on the roads in the city of Surabaya, it can be seen from the many volumes of traffic with a high V/C ratio (degree of saturation) are higher as well. A high degree of saturation resulted in low vehicle speeds and reduced level of service.
1.3. Noise level
Noise can be defined as unwanted sound shape or form sound that does not fit with the place and time. Within theDecree of the Ministerof Environmentno.KEP.48/MENLH/11/1996onRawNoise, noiseis definedasunwanted soundout ofbusinessorlevel ofactivitywithina certain timeandcancausehumanhealthproblems.Andnoise caused bytransportis also aproblemin the context ofa comfortable environment.In the classification ofnoise sources, transportationinfrastructuresuch as airports, terminalsandstationshadthe highestnoiseposition.
Table 2.Noise levels according to SK. MLH no 48/11/1996
No. Zonedesignation Noise Level (dbA)
1 Settlements 55
2 Tradeandservices 70
3 Office complex 65
4 Green Open space 50
5 Industry 70
6 Governmentandpublic facilities 60
7 Recreation 70
8 Airports, train stations, ports 70
9 Cultural heritage 60
10 Hospitals 55
11 Schoolsandthe like 55
12 Placesof worshipandthe like 55
Table 3.Regulation of the Minister of Health No. 781/MENKES/XI.1987
Zone Function
Max Limit (dBA) Recommended Be Allowed
A Hospital 35 45
Research/ lab
B Settlement 45 55
School
C Offices 50 60
Trading, market
D Industry, Fabric 60 70
One of the results of measurements of railway noise level staken at 5 different points is 10 m, 20m, 30m, 40m and 50min one of the railway lines in Surabaya, found that high noise levels at all points and frequencies (Mayangsari, 2009).
S u s ta iN 2 0 1 3
Page | 67
Table 4.Value of Transmission Loss (TL) in railway lines Surabaya Distance SPLmax (dBA) TL (SPLmax-55dB)
10 92,76 37,76
20 85,91 30,91
30 84,71 29,71
40 82,86 27,86
50 81,01 26,01
Note: SPL = soundpressurelevel; TL= Transmission Loss (Source: Mayangsari, 2009)
With Nomograph method can accurately demonstrate sound pressure level reduction to obtain the desired level of noise by the barrier material. Nomograph method can measure the barrier material that will be used based on the value of transmission loss. With the largest value of transmission loss, the biggest barrier resulting mass is 549.16kg/m. This value is then used as a reference to determine the materials as well as the width of the barrier. The best results of this measurement of the resulting barrier material are brick with 19-23kg/m2/cm density and thickness of 23.88cm-28.9cm (Mayangsari, 2009)
1.4. Emission Level
Air pollution index (Pollution Standard Index) in Surabaya continues to increase along with the increase in the number of vehicles increased 6-fold in two years (BPS Surabaya, 2012). PSI value for the pollutant NO2 at 15, more than 8,85 normal limits. Relationship with the number of vehicles increased pollutant NO2 is described Walsh (1996), which the number of vehicles increased 2.5 times would be followed by an increase 1.5 times in pollutant NO2.
The highest source of air pollution is motor vehicles, in addition to industry and households. So the transport infrastructure such as terminals and stations has an important role in reducing the pollution levels. The largest Bus Terminal "Purabaya" in Surabaya has the largest concentration of particulate matter up to 431.481 μg/m3 (Adib, 2006), especially in the departure area. In addition to the number and physical condition of the vehicle, infrastructure design factor that responds to the source of these pollutants is an urgent need. Various attempts were made, including the use of vegetation, but improper use causes this step was less effective.
1.5. Temperature Level
Fig.1 everage temparature level around station 37,4 32,6
24,9 31,6
48,4 43,6
39,8 43,9 41,7 43,4
38,1 41,1 28,5 27,3 25,7 27,2
37,7 38,6
34,2 36,8 55,7
43,3 40,7 46,6
26,9 25,3 24,9 25,7
36,3 34,7 33,4 34,8 40,4
37,1 35,8 37,8
20 25 3035 40 4550 55 60
15' 30' 45' 60' 15' 30' 45' 60' 15' 30' 45' 60'
AREA HIJAU PEDESTRIAN TEPI JALAN
CELCIUS
TIME/POSITION
EVERAGE TEMPERATURE LEVEL AROUND STATION
SOUTH EAST WEST
PARK STREET
S u s ta iN 2 0 1 3
Page | 68 The interesting results obtained from measurements of the temperature level in the area around the stations in Malang, which is shown to be affected by the city parks in front of the station.Malang station have a uniquely design with city parks in front of. It influence show the station responds to environmental conditions. Concrete data that appears is the temperature change level along the corridor and stations throughout the park. Despite the temperature along the east side (near the station) was increased, but the average temperature is stable and approaching the pedestrian temperatures, even though not as low as the city park temperature.
2. Methodology
Application of landscape infrastructure strategies, starting with measuring the noise and the emission levels in the transport infrastructure. The high level of noise and exhaust emissions will determine the landscape strategy that will be used. Quantitative description would indicate ecological landscape. Quantitative data on urban transport conditions can describe the importance of landscape functions. Transmission of data loss or emission level of transport infrastructure resulting in the barrier models compared with analysis of pollution levels, and the noise of the city. The suitable barrier models are connected to the city infrastructure model. In urban context, the infrastructure has connectivity with every activity centers.
Fig. 2 Diagram of landscape infrastructure as connectivity between transport infrastructure and urban infrastructure 3. Discussion
Based on the above illustrate, it can be discussed that transport infrastructure plays an important role in the decrease in temperature and an increase in the quality of the city environment. Transport infrastructure is auseful public facility as a transportation hub, and one of the biggest sources of pollution.There are two important points in the transportation, the transport hub and the connector between it. The biggest problems with the both of them are the high pollution and noise. Moreover,the number and type of vehicles are not all worthy of carbon emissions. The crowded streets with vehicles has been known as a source of pollution, whereas a transport hub not recognized as a source of pollution inhaled by dozens of passengers even there. Insome big cities in Indonesia such as Yogyakarta, the results of the air quality around the train station and terminal in 1992 showed air quality has declined, the average dust concentration 699 ug/m3, SO2 concentration of 0.03 to 0.086 ppm, levels NOx levels of 0.05 ppm and 0.35 to 0.68 ppm for HydroCarbon.
3.1. Urban Design Landscape
It’s most needed based urban design landscape, landscape infrastructure in particular. In general, to solve problems of air pollution and noise caused by vehicles, can be done with the appropriate technology, the use of sound reduction and 3R. (Sudrajat, 2010). Noise and pollution can be controlled by way of:
Using tools that lower the noise of issuance.
Uses a less noisy way management.
Selection of materials that reduce noise.
Planting silencers fence and plant (plants only reduce noise up to2.23dB (A) and this value is still much lower than the wall can reduce6.59dB (A).
Maintenance and Good Housekeeping to the equipment.
Landscape Infrastructure
Emission and noise measuring
Emission and noise reduction
level Barrier models
Landuse plan define Urban landscape
Urban space Transport
Infrastructure
Urban Infrastructure