Article West Bay Business District in Doha, State of Qatar: Envisioning a Vibrant Transit-Oriented Development

Deema Alattar 1, Raffaello Furlan 1,* , Michael Grosvald 2 and Rashid Al-Matwi 1

1 Department of Architecture and Urban Planning, Qatar University, Doha 3263, Qatar; [email protected] (D.A.); [email protected] (R.A.-M.) 2 Department of English Literature and Linguistics, Qatar University, Doha 2713, Qatar; [email protected] * Correspondence: [email protected]

Abstract: In recent decades, Doha, the capital of Qatar, has experienced a large-scale transformation due to globalization and rapid economic growth. Recently, these changes have led to a focus on infrastructural development and the launch of the city’s metro project, whose success will depend heavily on Transit-Oriented Development (TOD). TOD focuses on the “3Ds” principles—design, density, and diversity—aiming to create walkable neighborhoods and well-integrated public trans- portation, with diverse mixed land uses and high-density, sustainable growth. In combining the concepts of livability, sustainable urbanism, and urban sociology, TOD leads to the creation of vibrant and active neighborhoods. The present research project focuses on TOD around Doha’s West Bay metro station, using the city’s central business district as a case study. The aim of this research project is to investigate the existing site conditions of the West Bay area, evaluate them with respect to TOD



principles, and then propose a master plan for improved development. The final product of the
 research project is a proposal with design guidelines that are aimed at increasing the ridership of the

Citation: Alattar, D.; Furlan, R.; West Bay metro station and creating a more attractive and dynamic neighborhood. Grosvald, M.; Al-Matwi, R. West Bay Business District in Doha, State of Keywords: Transit-Oriented Development; Doha metro; West Bay; Doha Qatar: Envisioning a Vibrant Transit-Oriented Development. Designs 2021, 5, 33. https://doi.org/ 10.3390/designs5020033 1. Introduction In the past three decades, Doha, which is the capital of the State of Qatar, has un- Academic Editors: Federica Bettarello dergone massive changes due to rapid economic development; these changes include and Marco Caniato demographic growth, urban expansion, sporting mega-events, and globalization. Along with its obvious benefits, this rapid growth has led to a number of problems and challenges: Received: 12 April 2021 urban sprawl, traffic congestion, air pollution, deficiencies in the built environment, and Accepted: 18 May 2021 Published: 25 May 2021 a general lack of affordable housing [1]. Efforts to resolve such problems in urban areas worldwide have led to a movement toward public transportation and Transit-Oriented

Publisher’s Note: MDPI stays neutral Development (TOD) as tools for sustainable development. In recent years, government with regard to jurisdictional claims in authorities in Qatar have invested in large-scale transit development throughout the coun- published maps and institutional affil- try, with a particular focus on the city of Doha. This includes the Doha metro project, iations. long-distance rail, Bus Rapid Transit (BRT), and the Light Rail Train (LRT). TOD develop- ment is a crucial component of Doha’s urban planning strategy, through which activities in the vicinity of metro stations are clustered in mixed-use developments, which lead to walkable neighborhoods and less reliance on cars, in turn reducing traffic congestion and air pollution [2–5]. Copyright: © 2021 by the authors. Licensee MDPI, Basel, Switzerland. The main design principles of TOD are known as the “3Ds”, which refer to the design, This article is an open access article density, and diversity of land uses around transport hubs, such as metro stations [6–8]. distributed under the terms and The successful integration of transportation systems with land use is the key factor needed conditions of the Creative Commons for the success of TOD, as this leads to reduced car reliance and increased public transit Attribution (CC BY) license (https:// (PT) ridership. The international experience with TODs has shown that such integration creativecommons.org/licenses/by/ creates economic incentives in the area surrounding such hubs, increasing the land value 4.0/). there [8–11].

Designs 2021, 5, 33. https://doi.org/10.3390/designs5020033 https://www.mdpi.com/journal/designs Designs 2021, 5, x FOR PEER REVIEW 2 of 27

transit (PT) ridership. The international experience with TODs has shown that such inte- gration creates economic incentives in the area surrounding such hubs, increasing the land value there [8–11]. Successful TOD does not occur by accident, and urban design for the area around a given metro station is required before and during the commencement of station operation. This requires careful consideration of the built environment around the station, with an Designs 2021, 5, 33 eye toward high-density, mixed-use development, being accessible to 2all, of 26 free of obstacles on sidewalks and other corridors, and supported by other modes of PT [12–14]. The pro- cess of transit development in Doha is in a relatively early stage at present, but it is fol- lowingSuccessful a promising TOD does trajectory not occur that by accident, should andulti urbanmately design lead for to thea transportation area around a system meet- given metro station is required before and during the commencement of station operation. Thising international requires careful considerationstandards. of the built environment around the station, with an eye towardThe high-density, present research mixed-use study development, focuses being on a accessible specific tourban all, free regeneration of obstacles on project in Doha, sidewalksnamely the and Transit-Oriented other corridors, and supportedDevelopment by other of modesthe area of PT surrounding [12–14]. The process the city’s West Bay ofmetro transit station. development The aim in Doha of this is in research a relatively projec early staget is to at analyze present, but the it current is following status of the con- astructed promising environment trajectory that around should the ultimately metro leadstation, to a transportationand then develop system a meetingmaster plan reflecting international standards. the designThe present concepts research of: study (a) livability, focuses on a(b) specific sustainable urban regeneration urbanism, project (c) urban in Doha, sociology, and (d) namelyTransit-Oriented the Transit-Oriented Development. Development of the area surrounding the city’s West Bay metro station. The aim of this research project is to analyze the current status of the constructed environment2. Literature around Review the metro station, and then develop a master plan reflecting the design concepts of: (a) livability, (b) sustainable urbanism, (c) urban sociology, and (d) Transit-OrientedThis section Development. covers the literature that is relevant to the project topic and it consists of three main sections: (1) Livability and Sustainable Urbanism, (2) Urban Sociology (Life 2.between Literature Buildings), Review and (3) Geographical context (Urbanism in Qatar/TOD in Qatar). The conceptsThis section developed covers thein this literature literature that is are relevant fundamental to the project in topicthe creation and it consists of a TOD-based of mas- three main sections: (1) Livability and Sustainable Urbanism, (2) Urban Sociology (Life betweenter plan Buildings),for the West and Bay (3) Geographical metro station context region. (Urbanism in Qatar/TOD in Qatar). The concepts developed in this literature are fundamental in the creation of a TOD-based master2.1. Livability plan for theand West Sustainable Bay metro Urbanism station region.

2.1. LivabilityThe notion and Sustainable of livability Urbanism is defined in the literature in terms of both human- and place- orientedThe notion points of livabilityof view. isThe defined former in the is literaturebased on in the terms related of both idea human- of sustainability and place- [15], while orientedthe latter points refers of view.to the The degree former of is vitality based on of the a given related place. idea of This sustainability can be achieved [15], if the fol- whilelowing the measures latter refers are to the implemented: degree of vitality (a) of mixe a givend-use place. development This can be achieved leading if the to a pedestrian- followingoriented measuresbuilt environment; are implemented: (b) attractive, (a) mixed-use sa developmentfe, outdoor leading spaces to supporting a pedestrian- healthy activi- oriented built environment; (b) attractive, safe, outdoor spaces supporting healthy activities; (c)ties; the (c) provision the provision of an integrated of an multimodalintegrated transportation multimodal system; transportation and, (d) attractiveness system; and, (d) attrac- acrosstiveness age across categories age [16 categories,17]. Figure 1[16,17]. illustrates Figure these ideas.1 illustrates these ideas.

Figure 1. 1.Characteristics Characteristics of a livableof a livable environment environment (Source: the (Source: Authors). the Authors).

Sustainable development meets the needs of the present without adversely affecting the opportunitiesSustainable of futuredevelopment generations. meets It is widely the needs accepted of the that present sustainable without development adversely affecting shouldthe opportunities not be limited toof the future micro scalegenerations. (i.e., the level It is of individualwidely accepted buildings), that but rathersustainable it develop- mustment also should encompass not be the limited macro scale to the (i.e., micro the level scale of the(i.e., built the environment). level of individual From this buildings), but comesrather the it must concept also of sustainable encompass urbanism, the macro which scal is definede (i.e., asthe a redesignlevel of ofthe the built built environment). environment favoring a reduced consumption of natural sources and an enhancement of From this comes the concept of sustainable urbanism, which is defined as a redesign of the overall well-being of persons and place; this calls for a multidisciplinary approach that

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Designs 2021, 5, 33 3 of 26 the built environment favoring a reduced consumption of natural sources and an enhance- ment of the overall well-being of persons and place; this calls for a multidisciplinary ap- proach that promotes a healthy way of life. This “new urbanism” seeks to achieve walka- promotesble neighborhoods, a healthy mult wayimodal of life. transportation This “new urbanism” systems, seeks and high-performance to achieve walkable buildings neigh- borhoods,and other multimodalinfrastructure. transportation Thus, sustainable systems, development and high-performance is a comprehensive buildings and and innova- other infrastructure.tive approach combining Thus, sustainable (a) new development urbanism, (b) is smart a comprehensive growth, and and (c) innovative green infrastructure approach combining[18,19]. (a) new urbanism, (b) smart growth, and (c) green infrastructure [18,19]. LivabilityLivability and sustainabilitysustainability are notionsnotions thatthat shareshare somesome overlap,overlap, inin thatthat applyingapplying keykey concepts of of livability livability tend tend to to lead lead to to more more sustainable sustainable development. development. For For instance, instance, the theclustering clustering of inhabitants of inhabitants in tall in tallbuildings buildings permits permits better better opportunities opportunities for formixed-use mixed-use de- developmentvelopment within within a agiven given walking walking distance. distance. This This favors favors walkability walkability and and it acts to increaseincrease thethe useuse ofof PTPT systems,systems, asas wellwell asas decreasingdecreasing thethe pipingpiping requiredrequired inin sewersewer systemssystems andand reducingreducing thethe needneed toto traveltravel toto otherother areasareas toto visitvisit facilities,facilities, suchsuch asas shops,shops, hospitals,hospitals, andand schoolsschools [20[20–23].–23]. EasyEasy access access to to such such facilities facilities leads leads to better to better livability, livability, which which results results in more in sustainablemore sustainable development. development. TheThe contrastcontrast betweenbetween thethe twotwo notionsnotions isis asas follows. While livability and sustainability bothboth enhanceenhance thethe qualityquality ofof lifelife ofof anan area’sarea’s inhabitants,inhabitants, sustainabilitysustainability isis aa moremore generalgeneral conceptconcept than livability. livability. While While the the notion notion of of su sustainabilitystainability covers covers social, social, economic, economic, and and en- environmentalvironmental issues, issues, livability livability more more specifically specifically focuses focuses on people’s on people’s physical physical quality quality of life. of life. 2.2. Urban Sociology (Life between Buildings) 2.2. Urban Sociology (Life between Buildings) Urban sociology is the science concerning the relation between urban physical design Urban sociology is the science concerning the relation between urban physical design and human social life; in this discipline, one studies those urban qualities that influence and human social life; in this discipline, one studies those urban qualities that influence human social interaction in public open spaces. This is done by investigating the physical human social interaction in public open spaces. This is done by investigating the physical built environment that affects the level of livability and the quality of life for an area’s built environment that affects the level of livability and the quality of life for an area’s usersusers [24,25]. [24,25]. According According to to Gehl, Gehl, the the built built environment environment strongly strongly affects affects the theactivities activities tak- takinging place place in inan an outdoor outdoor space, space, which which in in turn turn determines determines the the perceived perceived usability ofof thatthat placeplace [[26,27].26,27]. GehlGehl dividesdivides thethe activities taking place in outdoor public spaces into three categories: (1)(1) necessary,necessary, (2)(2) optional,optional, andand (3)(3) social.social. NecessaryNecessary activitiesactivities areare basicallybasically non-optional,non-optional, andand they include necessary necessary daily daily activities, activities, such such as as going going to to school school or orwork. work. Optional Optional ac- activitiestivities only only take take place place when when outdoor outdoor conditions conditions are are appropriate appropriate or orconvenient; convenient; these these in- includeclude going going out out for for fresh fresh air, air, playing playing outside, outside, or sunbathing. or sunbathing. Social Social activities activities involve involve pas- passivesive contact, contact, such such as “meeting as “meeting and and greeting” greeting” usually usually occurring occurring along along with with one oneof the of two the twoother other types types [26]. [26]. Therefore,Therefore, necessarynecessary andand optionaloptional activitiesactivities shouldshould bebe facilitatedfacilitated inin orderorder toto fosterfoster socialsocial activities. This This can can be be achieved achieved by by up upgradinggrading the the physical physical built built environment environment at lo- at locationscations where where people people of of similar similar interests interests are are likely likely to to meet, meet, such such as schools, work areas, andand central urban districts. districts. Taken Taken in in this this ligh light,t, architects architects and and urban urban planners planners are arekey key so- societalcietal influencers, influencers, as as the the design design of of outdoor outdoor sp spacesaces has has a a crucial crucial influence influence on the time thatthat peoplepeople areare likelylikely toto spendspend inin thethe placesplaces inin whichwhich thesethese activitiesactivities taketake placeplace [[26].26]. FigureFigure2 2 illustratesillustrates somesome ofof thesethese ideas.ideas.

FigureFigure 2.2. Types ofof publicpublic spacespace (Source:(Source: Gehl,Gehl, J.J. AdaptedAdapted fromfrom [[26,27].26,27].

Thus,Thus, GehlGehl suggestssuggests thatthat thethe designdesign ofof publicpublic spacesspaces shouldshould encourageencourage peoplepeople toto gathergather andand interact,interact, asas thisthis leadsleads toto vibrantvibrant andand livablelivable publicpublic spaces.spaces. IfIf planningplanning isis insteadinstead centered around the use of automobiles, the result is likely to be public spaces that are less active. The desire to avoid this problem has led to the movement toward TOD. A neighborhood following the TOD principle should be contained within an 800-m radius of

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centered around the use of automobiles, the result is likely to be public spaces that are less active. The desire to avoid this problem has led to the movement toward TOD. A neigh- Designs 2021, 5, 33 4 of 26 borhood following the TOD principle should be contained within an 800-m radius of a transport hub (such as a metro station), which serves as the center of development within that radius. Thus, TOD promotes the use of public transportation and, if implemented on a transport hub (such as a metro station), which serves as the center of development within thata large radius. (city-level) Thus, TOD scale, promotes it minimizes the use of sprawling, public transportation car-dependent and, if implemented developments. In a TOD, onoutdoor a large public (city-level) activities scale, it minimizesare supported, sprawling, as mixed-use car-dependent development developments. permits In a users to ad- TOD,dress outdoor their daily public needs activities within are supported,a comfortable as mixed-use walking development distance. TOD permits is designed users to support toall address modes their of PT, daily including needs within walking, a comfortable cycling, walking and distance. the use TOD of bus is designed and metro to systems, as support all modes of PT, including walking, cycling, and the use of bus and metro systems, depicted in Figure 3. The built outdoor environment of such a neighborhood must also be as depicted in Figure3. The built outdoor environment of such a neighborhood must also bewell well designed, designed, incorporating incorporating attractive attractive features, features, such such as green as green areas, seatingareas, spaces,seating spaces, foun- fountains,tains, gathering gathering nodes, nodes, parks,parks, and and caf cafésés [6,28 [6,28].].

Figure 3. 3.Types Types of activities of activities typical typical of a TOD of (Source:a TOD Calthorpe,(Source: P.Calthorpe, Adapted from P. Adapted [6]). from [6].

In order to achieve a successful TOD, it is therefore crucial to consider human behavior and activities,In order and to achieve aim to foster a successful a sense of TOD, belonging it is fortherefore users. The crucial study to area consider that is human behav- investigatedior and activities, in the present and aim research to foster serves a as sense an illustrative of belonging example, for as users. TOD principles The study area that is shouldinvestigated also be considered in the present in the areas research surrounding serves the as stations an illustrative being developed exampl ase, part as of TOD principles Doha’sshould new also metro be considered project. in the areas surrounding the stations being developed as part 2.3.of Doha’s Geographical new Context metro (Urbanism project. in Qatar/TOD in Qatar) Qatar is one of six Gulf Cooperation Council (GCC) countries located on the Arabian Peninsula.2.3. Geographical A turning Context point in (Urban Qatar’sism economy in Qatar/TOD took place in in the Qatar) decades following World War II,Qatar as the is revenues one of six from Gulf oil andCooperation natural gas Coun increasedcil (GCC) dramatically. countries The located resulting on the Arabian economic boom caused a rapid evolution of the country, from one that was centered on fishingPeninsula. and pearling A turning to one point fueled in by Qatar’s an energy-based economy economy. took place Qatar in has the recently decades made following World effortsWar II, to as modernize the revenues and to diversifyfrom oil its and economy; natural this gas shift increased has resulted dramatically. in enormous The resulting developmenteconomic boom in all sectorscaused and a atrapid all levels evolution [29]. of the country, from one that was centered on fishingAs part and of pearling its efforts to raiseone itsfueled profile, by Qatar an ener has alsogy-based hosted economy. a number of Qatar large-scale has recently made internationalefforts to modernize events, starting and with to diversify the World Youthits econom Cup iny; 1995, this and shift continuing has resulted with the in enormous de- West Asian Games in 2005, the Asian Games in 2006, and the upcoming FIFA World Cup in 2022.velopment These mega-projects in all sectors have and been at accompaniedall levels [29]. by rapid and massive development [2]. As QatarAs pursuespart of suchits efforts efforts toto modernize raise its profile, and bolster Qa itstar image has also at the hosted global level, a number it has of large-scale beeninternational crucial to develop events, a setstarting of guidelines with the to govern World these Youth processes. Cup in 1995, and continuing with the WestQatar’s Asian Ministry Games of in Municipality 2005, the andAsian Environment Games in (MME) 2006, established and the upcoming Qatar National FIFA World Cup Vision (QNV) 2030 and Qatar National Development Framework (QNDF) 2032 in 2011 toin combat2022. These any urban mega-projects design deficiencies have (e.g.,been traffic accompanied congestion, by land rapid infiltration, and massive lack of development affordable[2]. As Qatar housing, pursues or pollution such issues)efforts that to modernize could potentially and be bolster faced by its the image country at asthe a global level, it resulthas been of globalization. crucial to develop These plans a set aim of to guidelines create sustainable to govern development these atprocesses. the country level, suchQatar’s that world-classMinistry of facilities Municipality are provided and for Qatar’sEnvironment inhabitants (MME) while sustaining established Qatar Na- thetional country’s Vision resources (QNV) for2030 future and generations Qatar National [30]. QNDF Development 2032 tackles Framework issues that are (QNDF) 2032 in related to transportation, zoning regulations, planning codes, and urban design guidelines, 2011 to combat any urban design deficiencies (e.g., traffic congestion, land infiltration, lack of affordable housing, or pollution issues) that could potentially be faced by the coun- try as a result of globalization. These plans aim to create sustainable development at the country level, such that world-class facilities are provided for Qatar’s inhabitants while sustaining the country’s resources for future generations [30]. QNDF 2032 tackles issues

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that are related to transportation, zoning regulations, planning codes, and urban design guidelines,aiming to aiming confront to variousconfront challenges various challeng of urbanes of growth, urban growth, such as such traffic as congestion,traffic conges- air tion,pollution, air pollution, greenhouse greenhouse gas emissions, gas emissions, and issues and that issues are that related are torelated food securityto food security and land andvalue land [29 value,30]. [29,30]. QatarQatar has has dedicated dedicated a large amountamount ofof funding funding for for infrastructure infrastructure development development projects, pro- jects,including including a 100-billion-USD a 100-billion-USD investment investment for enhancing for enhancing the transportation the transportation system. Extensivesystem. Extensivetransportation transportation infrastructure infrastructure and built an environmentd built environment improvements improvements are currently are undercur- rentlyconstruction, under construction, particularly particularly in Doha; such in Doha; items includesuch items the include new metro the new project, metro Lusail project, light Lusailrail, Msheireb light rail, light Msheireb rail, and light Bus rail, Rapid and Bus Transit Rapid (BRT). Transit Figure (BRT).4 shows Figure some 4 shows of these some major of theseprojects. major A keyprojects. goal isA tokey complete goal is theseto complete projects these in time projects for the in 2022 time World for the Cup. 2022 The World metro Cup.is designed The metro to connect is designed all parts to connect of Doha, all including parts of importantDoha, including points important of attraction, points such of as attraction,major neighborhoods, such as major stadiums, neighborhoods, the Doha stadiums, port, and the Hamad Doha port, International and Hamad Airport. Interna- The tionalmetro Airport. will ultimately The metro consist will of ultimately four major consist lines covering of four major 240 km lines and covering including 240 107 km stations. and includingThis includes 107 stations. underground, This includes above-ground underground, and raised above-ground lines. Three and linesraised are lines. already Three in linesoperation; are already the red in lineoperation; connects the Lusail red line and connects Al Wakra, Lusail the green and lineAl Wakra, connects the Al green Riffa line with connectsAl Mansoura, Al Riffa and with the Al yellow Mansoura, line connects and the Aziziyahyellow line with connects Ras Bu Aziziyah Aboud. Thewithblue Ras lineBu Aboud.is expected The blue to come line is into expected operation to come around into 2025. operation The metro around is one2025. of The a number metro is of one major of aprojects number being of major completed projects in being preparation completed for thein preparation 2022 World for Cup, the and 2022 it isWorld already Cup, helping and itto is bothalready reduce helping traffic to congestionboth reduce and traffic create congestion an engaging and builtcreate environment an engaging in built the cityenvi- of ronmentDoha [2 –in4 ].the city of Doha [2–4].

FigureFigure 4. 4. DohaDoha expansion expansion projects, projects, including including (upper (upper left left) )a amap map of of major major projects projects in in the the city city (Source: (Source: Furlan, Furlan, R. R. Adapted Adapted fromfrom [31]), [31]), three three photos photos of of Lu Lusailsail City City (Source: (Source: Manfred, Manfred, T. T. Adapted Adapted from from [32]), [32]), and and (lower (lower right right) )Doha’s Doha’s port port (Source: (Source: RuskinRuskin Titus Titus Gulf. Gulf. Ad Adaptedapted from from [33]). [33]).

QNDFQNDF 2032 2032 aims aims to to achieve achieve a aset set of of long long-- and and short-term short-term goals goals by by 2026, 2026, involving involving infrastructure,infrastructure, metro metro and and long-distance long-distance rail rail projects, projects, and and the the development development of of key key neigh- neigh- borhoods.borhoods. The The latter latter includes includes the the main main urban urban centers centers (e.g., (e.g., Education Education City, City, Airport Airport City, City, andand West West Bay) Bay) as as well well as as supporting supporting nodes. nodes. QNDF QNDF 2032 2032 foresees foresees active active and and livable livable neigh- neigh- borhoodsborhoods with with mixed-use mixed-use development development around around metro metro stations, stations, in in which which the the land land use use and and transportationtransportation systems systems are are integrated integrated within within a adense, dense, compact compact urban urban form. form. Consequently, Consequently, thethe metro metro project project is is an an opportunity opportunity to to create create vibrant vibrant neighborhoods neighborhoods in in Doha Doha with with a a good good qualityquality of of life. life.

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3. Research Design This research paper has two aims. First, it assesses the level of livability around the West3. Research Bay metro Design station from a TOD perspective, focusing on the area within an 800-m radiusThis of theresearch station. paper This has analysis two aims. is mainly First, it concerned assesses the with level the of relationships livability around among the land uses,West theBay PTmetro system, station and from the a outdoorTOD perspective, built environment. focusing on Second, the area it within proposes an 800-m a master planradius that of isthe aimed station. at This creating analysis a more is mainly vibrant concerned and sustainable with theneighborhood relationships among following land new urbanuses, the design PT system, guidelines. and the This outdoor study built site envi hasronment. been chosen Second, for multipleit proposes reasons, a master including plan thethat fact is aimed that theat creating West Bay a more metro vibrant station and lies sustainable at a key neighborhood location within following the contemporary new ur- Centralban design Business guidelines. District This (CBD) study of site Doha. has been This chosen West Bay for multiple neighborhood reasons, is including considered the to be thefact main that the financial West Bay and metro economic station hub lies of at Qatar.a key location within the contemporary Central BusinessThis District research (CBD) project of Doha. was This carried West out Bay in neighborhood three main stages,is considered as detailed to be the below main and summarizedfinancial and ineconomic Figure5 hub: of Qatar. (1) ThisTheoretical research background. project was carried The literature out in three review main examines stages, as the detailed concept below of TOD and with summarizedemphasis in onFigure livability, 5: sustainable urbanism, urban sociology, and urbanism in Qatar. (1) TheoreticalA thorough background. understanding The of literature these concepts review inexamines required the in bothconcept carrying of TOD out with the site emphasisanalysis andon livability, crafting thesustainable design proposal. urbanism, urban sociology, and urbanism in Qa- (2) tar.Data A collection.thorough understanding This research of study these wasconcep carriedts in required out using in both a combination carrying out of the quali- sitetative analysis and quantitative and crafting the methods. design proposal. The qualitative methods included site visits and (2) Datathe collection, collection. development,This research study and analysiswas carried of maps out using and othera combination visual materials. of qualita- Data tivecollection and quantitative involved face-to-facemethods. The interviews qualitative with methods key included planners site and visits engineers and the from collection,Qatar Rail, development, the Ministry and of Transportation analysis of maps and and Communication other visual materials. (MOTC), Data Mowasalat, col- lectionand the involved Ministry face-to-face of Municipality interviews and with Environment key planners (MME). and engineers These interviews from Qatar were Rail,carried the outMinistry to collect of Transportation the data needed and for Communication understanding (MOTC), the current Mowasalat, and future and plans the Ministry of Municipality and Environment (MME). These interviews were car- of Qatar regarding transport system development. The site visits and interviews were ried out to collect the data needed for understanding the current and future plans of conducted between 25 August and 15 November 2020. The field surveys included Qatar regarding transport system development. The site visits and interviews were four site visits and explored the study area’s land uses, outdoor spaces, street condi- conducted between 25 August and 15 November 2020. The field surveys included tions, and transportation modes. In addition, one-on-one semi-structured interviews four site visits and explored the study area’s land uses, outdoor spaces, street condi- were carried out with design professionals from different municipal authorities and tions, and transportation modes. In addition, one-on-one semi-structured interviews other stakeholders involved in city planning and transportation (Qatar Rail, MOTC, were carried out with design professionals from different municipal authorities and otherMowasalat stakeholders and MME) involved in orderin city toplanning better understandand transportation the current (Qatar regulationsRail, MOTC, and Mowasalatfuture plans. and MME) in order to better understand the current regulations and fu- (3) tureSite analysisplans. and design proposal. Through the site analysis, a number of positive and (3) Sitenegative analysis features and design of the proposal. current West Through Bay neighborhood the site analysis, have a number been identified. of positive Being andinformed negative by thisfeatures analysis, of the a current master West plan andBay designneighborhood guidelines have are been proposed, identified. which, Beingif successfully informed implemented,by this analysis, can a master lead to plan the developmentand design guidelines of a vibrant are TOD.proposed, which, if successfully implemented, can lead to the development of a vibrant TOD.

FigureFigure 5. Structure of of the the research research project’ project’ss framework framework (Source: (Source: the the Authors). Authors).

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Case Study Settings Case Study Settings Doha initially developed as an Islamic city featuring a low-rise building morphology. Doha initially developed as an Islamic city featuring a low-rise building morphology. In the wake of modernization, this morphology has been largely replaced with one that is In the wake of modernization, this morphology has been largely replaced with one that is characterized by high-rise towers reflecting Doha’s new image as a global city [34]. Within characterized by high-rise towers reflecting Doha’s new image as a global city [34]. Within the West Bay neighborhood, this development has taken place in four major stages, as the West Bay neighborhood, this development has taken place in four major stages, as summarized below and illustrated in Figure6. summarized below and illustrated in Figure 6. (1) During the initial phase, beginning approximately half a century ago, the area now (1) During the initial phase, beginning approximately half a century ago, the area now called West Bay was developed from reclaimed land. called West Bay was developed from reclaimed land. (2) During the second phase, the area began to accommodate high-end villas. (2) During the second phase, the area began to accommodate high-end villas. (3) The third phase saw a change in regulations permitting tall buildings to be constructed, (3) The third phase saw a change in regulations permitting tall buildings to be con- without consideration of the resulting built environment at the street level. structed, without consideration of the resulting built environment at the street level. (4) For the fourth phase, it is recommended that regulations change in line with QNMP (4) For the fourth phase, it is recommended that regulations change in line with QNMP 2030, in order for the West Bay area to be reimagined as a livable neighborhood active 2030, in order for the West Bay area to be reimagined as a livable neighborhood active 24 h a day [34]. 24 h a day [34].

FigureFigure 6.6. TheThe DohaDoha waterlinewaterline inin 19561956 andand 20032003 (Source:(Source: Wiedmann,Wiedmann, F.,F., etet al.al. AdaptedAdapted fromfrom [[29]).29]).

TheThe WestWest BayBay areaarea isis wellwell knownknown forfor itsits architecturalarchitectural stylestyle thatthat incorporatesincorporates aa varietyvariety ofof glazedglazed high-risehigh-rise buildings,buildings, enhancingenhancing thethe skylineskyline ofof DohaDoha andand boostingboosting thethe city’scity’s imageimage asas aa cosmopolitancosmopolitan city.city. AtAt present,present, thisthis areaarea sufferssuffers fromfrom traffictraffic issues,issues, especiallyespecially duringduring rushrush hourshours onon thethe mainmain roads,roads, whichwhich includeinclude Majlis Al Taawon Street,Street, AlAl CornicheCorniche Street,Street, andand AlAl MarkhiyaMarkhiya Street.Street. BuildingBuilding regulationsregulations onlyonly definedefine minimums,minimums, withwith aa minimumminimum towertower heightheight ofof GG ++ 1515 andand aa minimumminimum setbacksetback ofof 12.512.5 mm [[31,34].31,34]. PublicPublic outdooroutdoor spaces,spaces, sidewalks,sidewalks, outdooroutdoor activities, activities, caf cafés,és, and and shaded shaded walkways walkways are are generally generally absent, absent, limited, limited, or ofor poorof poor quality. quality. Applying Applying TOD TOD concepts concepts to the to West the BayWest metro Bay stationmetro station area would area reducewould thereduce reliance the reliance on cars and on cars increase and PTincrease ridership. PT ridership. A well-connected A well-connected PT network, PT together network, with to- attractivegether with outdoor attractive spaces outdoor and changes spaces and in the changes vertical in andthe vertical horizontal and land horizontal uses in land the area,uses canin the transform area, can it transform into a vibrant it into and a vibrant livable neighborhood.and livable neighborhood. FiguresFigures7 7 and and8 8illustrate illustrate the the target target area area of of this this research research paper. paper. The The West West Bay Bay metro metro stationstation isis locatedlocated onon MajlisMajlis AlAl TaawonTaawon Street,Street, adjacentadjacent toto QatarQatar PetroleumPetroleum District,District, whichwhich isis locatedlocated withinwithin WestWest Bay.Bay. TheThe station,station, locatedlocated onon thethe north-southnorth-south redred metrometro line,line, beganbegan regularregular operationsoperations relativelyrelatively recently.recently. In In thethe future,future, thisthis stationstation isis expectedexpected toto attractattract manymany usersusers becausebecause ofof itsits locationlocation withinwithin Doha’sDoha’s CBD,CBD, especiallyespecially whenwhen otherother componentscomponents ofof thethe city’scity’s PTPT systemsystem becomebecome fullyfully integratedintegrated withwith thethe metro.metro.

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Figure 7. The locationlocation ofof West West Bay Bay metro metro station, station, shown shown within within Qatar Qatar maps maps at different at different scales scales (Source: (Source: Google Google Earth, Earth, edited edited by the Authors). FigurebyFigure the Authors).7. 7. The The location location of of West West Bay Bay metro metro station, station, shown shown within within Qatar Qatar maps maps at at different different scales scales (Source: (Source: Google Google Earth, Earth, editededited by by the the Authors). Authors).

Figure 8. Doha’s metro lines, the metro Red Line, and West Bay metro station (adapted from [5], edited by the Authors). FigureFigure 8. 8. Doha’s Doha’s metro metro lines, lines, the the metro metro Red Red Line, Line, and and West West Bay BayBay metr metrometroo station stationstation (adapted (adapted(adapted from fromfrom [5], [[5],5], edited editededited by byby the thethe Authors). Authors).Authors). 4. Findings 4.4.4. Findings FindingsFindingsThe findings section is divided into two main parts, covering (1) site analysis and (2) the design proposal. The site analysis addresses the current site conditions, including land TheTheThe findings findingsfindings section sectionsection is isis divided divideddivided into intointo two twotwo main mainmain parts, parts,parts, covering coveringcovering (1) (1)(1) site sitesite analysis analysisanalysis and andand (2) (2)(2) use, building prototypes, open and green spaces, street cross sections, building density, thethethe design designdesign proposal. proposal.proposal. The TheThe site sitesite analysis analysisanalysis addresses addressesaddresses the thethe current currentcurrent site sitesite conditions, conditions,conditions, including includingincluding land landland and transportation modes. The design proposal then outlines a series of recommenda- use,use,use, building buildingbuilding prototypes, prototypes,prototypes, open openopen and andand green greengreen spaces, spaces,spaces, street streetstreet cross crosscross sections, sections,sections, building buildingbuilding density, density,density, tions,andandand transportationtransportation in response to modes. modes. themodes. deficiencies The TheThe design designdesign that proposal propos proposwere identifiedal thenal thenthen outlines outlinesoutlines in the a series previous aa seriesseries of recommendations, ofsectionof recommenda-recommenda- aimed at creatingtions,intions, response in in aresponse response livable, to the deficienciestoactive to the the deficiencies TOD.deficiencies that were that that identified we werere identified identified in the previous in in the the previous previous section aimedsection section at aimed aimed creating at at creatingacreating livable, a a activelivable, livable, TOD. active active TOD. TOD. 4.1. Site Analysis 4.1.4.1.4.1. Site SiteSiteAs shownAnalysis AnalysisAnalysis in Figure 9, the site analysis section focuses on three main criteria: (1) com- plexity,AsAsAs (2)shown shownshown compactness, in inin Figure FigureFigure 99,and 9,, the the (3) site site connectivity. analysis analysis section section Each focuses criterionfocuses on on has three three sub-criteria main main criteria: criteria: that are (1) (1) com-used com- toplexity,plexity,plexity, analyze (2) (2) thecompactness, compactness, existing site and and conditions (3) (3) connectivity. connectivity. and, thus, Each Each inform criterion criterion the subsequent has has sub-criteria sub-criteria design that that proposal. are are used used tototo analyze analyzeanalyze the thethe existing existingexisting site sitesite conditions conditionsconditions and, and,and, thus, thus, inform inform the the subsequent subsequent design design proposal. proposal.

Figure 9. The design criteria used in the site analysis and design proposal (Source: the Authors). FigureFigureFigure 9. 9.9. The TheThe design designdesign criteria criteriacriteria used usedused in inin the thethe site sitesite analysis analysisanalysis and andand design design proposal proposal (Source: (Source: the the Authors). Authors).

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4.2. Complexity 4.2. Complexity 4.2.1. Mixed-Use Space 4.2.1. Mixed-Use Space West Bay station is located in the Qatar Petroleum District, as mentioned earlier. It is West Bay station is located in the Qatar Petroleum District, as mentioned earlier. surrounded by a multi-use area, including a school, a petrol station, malls, cafés, mosques, It is surrounded by a multi-use area, including a school, a petrol station, malls, cafés, parks, and sports clubs, and it is fed in part by the Doha Corniche. High-rise towers are the mosques, parks, and sports clubs, and it is fed in part by the Doha Corniche. High-rise dominant building style; governmental authorities and commercial offices occupy many of towers are the dominant building style; governmental authorities and commercial offices these, but some are residential. The land uses in West Bay, as shown in Figure 10, break occupy many of these, but some are residential. The land uses in West Bay, as shown down, as follows: 25% for residential, 50% occupied by commercial offices, 10% as com- in Figure 10, break down, as follows: 25% for residential, 50% occupied by commercial munityoffices, infrastructure 10% as community and/or infrastructure open space, and and/or 15% “special open space, uses”. and Building 15% “special codes do uses”. not specifyBuilding the codes function do not of specify the ground the function floor, so of that, the ground for example, floor, so in that, the foradjacent example, Al Dafna in the district,adjacent there Al Dafna are three district, different there are tower three protot differentypes: tower (1) towers prototypes: on podiums, (1) towers (2) onparking/of- podiums, fice(2) parking/officestructures, and structures,(3) commercial/office and (3) commercial/office structures. Figure structures. 11 illustrate Figures these. 11 Inillustrates the first ofthese. these, In the firstground of these, floor theis typically ground floorof double is typically height, of and double it is height, used as and the it building’s is used as receptionthe building’s area, reception as is generally area, as the is generallycase for buildings the case for housing buildings governmental housing governmental authorities, suchauthorities, as the Qatar such asMinistry the Qatar of Justice. Ministry In of the Justice. second In type, the second parking/offices, type, parking/offices, the lower floors the oflower the floorsbuilding of the are building used for are car used parking for car and parking the floors and the above floors house above offices; house this offices; can this be advantageouscan be advantageous for building for building users given users giventhe general the general lack of lack car of parking car parking in many in many areas. areas. Al QassarAl Qassar Tower, Tower, as asshown shown in inFigure Figure 11, 11 is, isa aty typicalpical example example of of this this category. category. In In the third type,type, commercial/offices, commercial/offices, the the lower lower floor(s) floor(s) of of the the building building are are used used as as cafés cafés or for other commercialcommercial use,use, withwith thethe floorsfloors above above being being used used as as offices offices or or for for residential residential use; use; examples exam- plesof these of these include include Al Salam Al Salam Towers Towers and Palmand Palm Towers. Towers.

Figure 10. Land uses in the study area and photos of adjacent buildings (Source: the Authors).

Although Al Dafna is a mixed-use area, it is not as vibrant as it could be, due to flaws in the built environment. There is a general lack of public open spaces and, ideally, each building should have its own public facilities. This is the case, for example, with Palm Towers; this building features a variety of commercial enterprises at its ground level and hosts attractive outdoor facilities, as shown in Figure 12. Other than rare exceptions like this, the built environment in this area is not fully consistent with the concept of mixed-use development, in which many facilities should be available within walking distance, and in which the street network should aid pedestrians by providing safe and well-connected pathways with shading elements. In addition to this, there are some outdoor green spaces in the area that are neglected and, thus, do not attract many users; some of these are shown in Figure 13.

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Figure 11. Different tower prototypes (Source: the Authors).

Although Al Dafna is a mixed-use area, it is not as vibrant as it could be, due to flaws in the built environment. There is a general lack of public open spaces and, ideally, each building should have its own public facilities. This is the case, for example, with Palm Towers; this building features a variety of commercial enterprises at its ground level and hosts attractive outdoor facilities, as shown in Figure 12. Other than rare exceptions like this, the built environment in this area is not fully consistent with the concept of mixed- use development, in which many facilities should be available within walking distance, and in which the street network should aid pedestrians by providing safe and well-con- nected pathways with shading elements. In addition to this, there are some outdoor green spaces in the area that are neglected and, th us, do not attract many users; some of these are shown in Figure 13. FigureFigure 11.11. DifferentDifferent towertower prototypesprototypes (Source:(Source: thethe Authors).Authors).

Although Al Dafna is a mixed-use area, it is not as vibrant as it could be, due to flaws in the built environment. There is a general lack of public open spaces and, ideally, each building should have its own public facilities. This is the case, for example, with Palm Towers; this building features a variety of commercial enterprises at its ground level and hosts attractive outdoor facilities, as shown in Figure 12. Other than rare exceptions like this, the built environment in this area is not fully consistent with the concept of mixed- use development, in which many facilities should be available within walking distance, and in which the street network should aid pedestrians by providing safe and well-con- nected pathways with shading elements. In addition to this, there are some outdoor green spaces in the area that are neglected and, thus, do not attract many users; some of these are shown in Figure 13.

Designs 2021, 5, x FOR PEER REVIEW 12 of 27 Figure 12. Graze Café and Monoprix hypermarket and café, on the ground floor of Palm Towers Figure 12. Graze Café and Monoprix hypermarket and café, on the ground floor of Palm Towers (Source: the Authors). (Source: the Authors).

Figure 12. Graze Café and Monoprix hypermarket and café, on the ground floor of Palm Towers Figure(Source: 13. the(left Authors).) Al Abraj Park, next to the State Audit Bureau building; (right) the park next to Qatar Figure 13. (left) Al Abraj Park, next to the State Audit Bureau building; (right) the park next to Cool Tower (Source: the Authors). Qatar Cool Tower (Source: the Authors).

4.2.2. Connected Open Spaces In addition to the general lack of open spaces in the Al Dafna district, even those that do exist there are not well connected. There are several locations in the area that are po- tentially attractive, including the waterside Doha Corniche, Al Dana Club, a green area next to Qatar Club, Sheraton Park, and Al Abraj Park, all of which lie in relatively close proximity, as illustrated in Figure 14. However, these open spaces do not attract as many users as they could, because the built environment in the area is not well designed. The street network is not pedestrian-friendly, and the area as a whole is not well connected, lacking sufficient street crossings, shading elements, and street furniture. The street cross section should be redesigned to better support pedestrian traffic and the increased use of outdoor spaces. Although the street medians are generally aesthetically pleasing, they are often not practical; they should be redesigned so that they can host recreational activities, kiosks, seating areas, outdoor galleries, trees, and street furniture. A much more attractive outdoor environment can be provided through better integration.

Figure 14. (left) Doha’s Corniche; (right) Sheraton Park (Sources: DohaLife. Adapted from [35]).

5. Compactness 5.1. Ground Use Balance QNV 2030 specifies four pillars of development—human, social, economic, and en- vironmental—that support an attractive and livable country. As Qatar moves forward, guidelines concerning open space, recreation, and sporting facilities have been developed, aiming for world-class open spaces and recreational areas within a greener built environ- ment (MME, 2020). At the study site, open spaces and greenery currently constitute 39% of the total site area. These green spaces include areas around sport clubs, along the Doha Corniche, small parks among the towers, and street medians; these green areas, as pres- ently implemented, are more decorative than functional. The collective area of green spaces and other locations that are suitable for outdoor activities should be increased in

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Designs 2021, 5, 33 11 of 26 Figure 13. (left) Al Abraj Park, next to the State Audit Bureau building; (right) the park next to Qatar Cool Tower (Source: the Authors).

4.2.2.4.2.2. Connected Connected Open Open Spaces Spaces In additionIn addition to the to the general general lack lack of of open open spacesspaces in in the the Al Al Dafna Dafna district, district, even even those those that that dodo existexist therethere are not well well connected. connected. There There are are several several locations locations in the in thearea area that that are po- are potentiallytentially attractive, attractive, including including the the waterside waterside Doha Doha Corniche, Corniche, AlAl DanaDana Club,Club, aa greengreen area next tonext Qatar to Qatar Club, Club, Sheraton Sheraton Park, Park, and and Al Al Abraj Abraj Park, Park, all all of of which which lie lie in in relatively relatively closeclose proximity,proximity, as illustrated as illustrated in Figure in Figure 14. 14. However, However, these these open open spaces spaces do do not not attract attract asas manymany usersusers as they as they could, could, because because the the built built environment environment in in the the area area is is not not well well designed. designed. TheThe streetstreet network network is not is pedestrian-friendly,not pedestrian-friendly, and an thed the area area as as a a whole whole is is not not well well connected,connected, lackinglacking sufficient sufficient street street crossings, crossings, shading shading elements, elements, and and street street furniture. furniture. The The streetstreet crosscross sectionsection should should be redesigned be redesigned to better to better support support pedestrian pedestrian traffic traffic and and the the increased increased useuse of outdooroutdoor spaces. spaces. Although Although the the street street medians medians are ar generallye generally aesthetically aesthetically pleasing, pleasing, theythey are oftenoften not practical; not practical; they they should should be redesignedbe redesigned so so that that they they can can host host recreational recreational activities,activities, kiosks,kiosks, seating seating areas, areas, outdoor outdoor galleries, galleries, trees, trees, and an streetd street furniture. furniture. A A much much more more attractiveattractive outdooroutdoor environment environment can can be provided be provided through through better better integration. integration.

Figure 14. (left) Doha’s Corniche; (right) Sheraton Park (Sources: DohaLife. Adapted from [35]). Figure 14. (left) Doha’s Corniche; (right) Sheraton Park (Sources: DohaLife. Adapted from [35]). 5. Compactness 5. Compactness 5.1. Ground Use Balance 5.1. Ground Use Balance QNV 2030 specifies four pillars of development—human, social, economic, and environmental—thatQNV 2030 specifies support four an attractivepillars of development—human, and livable country. As social, Qatar economic, moves forward, and en- guidelinesvironmental—that concerning opensupport space, an recreation,attractive and and livable sporting country. facilities As haveQatar beenmoves developed, forward, guidelines concerning open space, recreation, and sporting facilities have been developed, aiming for world-class open spaces and recreational areas within a greener built environ- aiming for world-class open spaces and recreational areas within a greener built environ- ment (MME, 2020). At the study site, open spaces and greenery currently constitute 39% of ment (MME, 2020). At the study site, open spaces and greenery currently constitute 39% the total site area. These green spaces include areas around sport clubs, along the Doha of the total site area. These green spaces include areas around sport clubs, along the Doha Corniche, small parks among the towers, and street medians; these green areas, as presently Corniche, small parks among the towers, and street medians; these green areas, as pres- implemented,ently implemented, are more decorative are more thandecorative functional. than functional. The collective The area collective of green area spaces of green and otherspaces locations and that other are locations suitable that for outdoorare suitable activities for outdoor should activities be increased should in be order increased to create in a more outdoor-oriented environment. According to the United States Environmental Protection Agency [36], green and open spaces can be developed in any vacant land open to the public, including, but not limited to:

1. green areas (parks, gardens, and any other land covered by grass, shrubs and/or trees), 2. public plazas, 3. public seating areas, 4. school yards, 5. playgrounds, and 6. vacant land. There are currently no national standards concerning the distribution of parks and open spaces in Qatar; planners are using outdated norms introduced in 1987 and 1996 [36]. However, we can compare the study site with three cities which according to WorldAtlas are top-ranked in terms of providing public green space, namely Moscow, at 54%; Singapore, at 47%; and, Sydney, at 46%. At 39%, the study site’s value is probably acceptable, but it can be improved to the range of 46% to 54% [37,38] argues that, in designing and implementing green spaces, it is crucial to consider proximity and connectivity, such that parks are conceived as a center of neighborhood development and reachable within a 5-min. walk. Designs 2021, 5, x FOR PEER REVIEW 13 of 27

order to create a more outdoor-oriented environment. According to the United States En- vironmental Protection Agency [36], green and open spaces can be developed in any va- cant land open to the public, including, but not limited to: 1. green areas (parks, gardens, and any other land covered by grass, shrubs and/or trees), 2. public plazas, 3. public seating areas, 4. school yards, 5. playgrounds, and 6. vacant land. There are currently no national standards concerning the distribution of parks and open spaces in Qatar; planners are using outdated norms introduced in 1987 and 1996 [36]. However, we can compare the study site with three cities which according to WorldAtlas are top-ranked in terms of providing public green space, namely Moscow, at 54%; Singapore, at 47%; and, Sydney, at 46%. At 39%, the study site’s value is probably Designs 2021, 5, 33 acceptable, but it can be improved to the range of 46% to 54% [37,38] argues that,12 in of de- 26 signing and implementing green spaces, it is crucial to consider proximity and connectiv- ity, such that parks are conceived as a center of neighborhood development and reachable within a 5-min. walk. AreasAreas supportingsupporting greenerygreenery and and outdoor outdoor activities activities should should be be enhanced enhanced in ain number a number of ways.of ways. At At a given a given location, location, there there should should be be a a central central activities activities area area that that is is connected connected withwith smallersmaller suchsuch areas,areas, andand greenerygreenery shouldshould notnot bebe merelymerely decorative,decorative, butbut ratherrather itit shouldshould includeinclude shadingshading elementselements andand fruitfruit trees.trees. Figure 15 depicts the current status of the study.

FigureFigure 15.15. Characteristics of the vegetation at at the the study study site, site, categorized categorized in in relation relation to to ground ground use use balancebalance (Source:(Source: thethe Authors).Authors).

TheThe Qatar National National Development Development Framework Framework also also provides provides a number a number of criteria of criteria gov- governingerning open open spaces. spaces. First, First, they they should should be su bestainable, sustainable, favoring favoring the theconservation conservation of re- of resourcessources for for the the benefit benefit of offuture future users. users. They They should should promote promote a good a good qual qualityity of life of lifefor forall, all,through through the creation the creation of user-friendly of user-friendly environm environmentsents that serve that serveall age all groups. age groups. They should They shouldbe developed be developed in consideration in consideration of the of thelocal local identity; identity; the the built built environment environment of of outdooroutdoor Designs 2021, 5, x FOR PEER REVIEW 14 of 27 spacesspaces shouldshould bebe reflectivereflective of of Qatari Qatari culture. culture. They They should should be be consistent consistent with with environmental environmen- values,tal values, and and should should promote promote the the connectivity connectivity of of people people and and place, place, being being located located withinwithin well-connectedwell-connected transporttransport networksnetworks and,and, thus,thus, easilyeasily reachedreached byby users.users. Finally, theythey shouldshould supportsupport economic growth, asas thethe developmentdevelopment of of such such areas areas can can bolster bolster economic economic develop- devel- opment,ment, for for example, example, by by creating creating attractive attractive neighborhoods neighborhoods with with concomitant concomitant increase increase in real in estate values. Figure 16 illustrates these ideas. real estate values. Figure 16 illustrates these ideas.

FigureFigure 16. 16. DesirableDesirable attributes attributes of of open open an andd recreational recreational areas (MME, 2020).

5.2.5.2. Walkability Walkability WalkingWalking is a sustainable and healthy mode of transportation: sustainable because it doesdoes not not cause cause air air pollution pollution and and healthy healthy because because it it is is good good for for people’s people’s psychological psychological and physicalphysical well-being. Proximity, connectivity,connectivity, and and sidewalk sidewalk width width are are the the three three fundamental fundamen- tal factors that affect an area’s walkability. Connectivity refers to the availability of street networks as one attempts to move safely from the origin to the destination, while proxim- ity simply means the distance between those two points [39]. There are three street prototypes in the studied site: (1) building × open space, (2) building × building on a major street, and (3) building × building on a minor street. Figures 17 and 18 illustrate these. Each type differs in the width of its sidewalks and in the amount of space that is dedicated to cars. Throughout the study site, sidewalk width in all three street categories is sufficient, in principle, for walking; however, the reality is that walking is impractical or impossible for multiple reasons. For example: (1) infrastructure work for the metro development project often blocks sidewalk access, as if there were no sidewalk at all in certain spots; (2) street networks are not well connected for pedestrians and, in particular, street cross- ings, found at 800- to 1500-m intervals, are inadequate; and, (3) there is a lack of shaded walkways, which makes travel on foot arduous at best on summer days. This neighborhood is a typical car-dependent area, in that the built environment does not support pedestrian use. The streets have as many as three car lanes in each direction, which, together with a lack of sufficient street crossings, makes travel on foot quite haz- ardous. Along with the overall lack of shading elements, connectivity, and proximity, the result is a neighborhood that ignores the human experience of place. To remedy this, more street crossings should be created, and consideration should be given to mitigating the effects of Doha’s hot and arid climate. Shading and other design elements should be pro- vided, while taking street orientations, building heights, sea breezes, and the prevailing northerly wind into account. Earlier research in regions with a climate similar to that of the study site—including Damascus, Algeria, and previous work in Qatar itself—supports these contentions [3,40]. The result can be a successful, walkable urban space within an attractive, livable neighborhood.

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factors that affect an area’s walkability. Connectivity refers to the availability of street networks as one attempts to move safely from the origin to the destination, while proximity simply means the distance between those two points [39]. There are three street prototypes in the studied site: (1) building × open space, (2) building × building on a major street, and (3) building × building on a minor street. Figures 17 and 18 illustrate these. Each type differs in the width of its sidewalks and in the amount of space that is dedicated to cars. Throughout the study site, sidewalk width in all three street categories is sufficient, in principle, for walking; however, the reality is that walking is impractical or impossible for multiple reasons. For example: (1) infrastructure work for the metro development project often blocks sidewalk access, as if there were no sidewalk at all in certain spots; (2) street networks are not well connected for pedestrians and, in particular, street cross- ings, found at 800- to 1500-m intervals, are inadequate; and, Designs 2021, 5, x FOR PEER REVIEW(3) there is a lack of shaded walkways, which makes travel on foot arduous at best15 of on 27 Designs 2021, 5, x FOR PEER REVIEW 15 of 27 summer days.

FigureFigure 17.17. VariousVarious streetstreet prototypesprototypes atat thethe studystudy site,site, categorizedcategorized inin relationrelation toto walkabilitywalkability (Source: Figure 17. Various street prototypes at the study site, categorized in relation to walkability (Source: the Authors). the(Source: Authors). the Authors).

Figure 18. Various street prototypes in cross section (Source: the Authors). FigureFigure 18.18. Various streetstreet prototypesprototypes inin crosscross sectionsection (Source:(Source: thethe Authors).Authors). 5.3. Density 5.3. Density Figure 19 shows the density and building conditions that prevail in the study area. Figure 19 shows the density and building conditions that prevail in the study area. Most of its buildings are in good condition because the area is newly developed. A mix of Most of its buildings are in good condition because the area is newly developed. A mix of high-density and low-density development characterizes the region within an 800-m ra- high-density and low-density development characterizes the region within an 800-m ra- dius from the West Bay metro station. The higher-density region is mostly concentrated dius from the West Bay metro station. The higher-density region is mostly concentrated in the southern part of the studied area, where there are many office buildings and large in the southern part of the studied area, where there are many office buildings and large residential towers, while the lower-density region contains a large number of smaller sin- residential towers, while the lower-density region contains a large number of smaller sin- gle-family homes. As noted earlier, building regulations call for towers in this area to have gle-family homes. As noted earlier, building regulations call for towers in this area to have a minimum G + 15 height. Based on TOD principles, it is important to have a high building a minimum G + 15 height. Based on TOD principles, it is important to have a high building density around the station. However, these buildings should occupy a mixed-use envi- density around the station. However, these buildings should occupy a mixed-use envi- ronment that serves the residential, commercial, and daily needs within a comfortable ronment that serves the residential, commercial, and daily needs within a comfortable walking distance. walking distance.

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This neighborhood is a typical car-dependent area, in that the built environment does not support pedestrian use. The streets have as many as three car lanes in each direction, which, together with a lack of sufficient street crossings, makes travel on foot quite hazardous. Along with the overall lack of shading elements, connectivity, and proximity, the result is a neighborhood that ignores the human experience of place. To remedy this, more street crossings should be created, and consideration should be given to mitigating the effects of Doha’s hot and arid climate. Shading and other design elements should be provided, while taking street orientations, building heights, sea breezes, and the prevailing northerly wind into account. Earlier research in regions with a climate similar to that of the study site—including Damascus, Algeria, and previous work in Qatar itself—supports these contentions [3,40]. The result can be a successful, walkable urban space within an attractive, livable neighborhood.

5.3. Density Figure 19 shows the density and building conditions that prevail in the study area. Most of its buildings are in good condition because the area is newly developed. A mix of high-density and low-density development characterizes the region within an 800-m radius from the West Bay metro station. The higher-density region is mostly concentrated in the southern part of the studied area, where there are many office buildings and large residential towers, while the lower-density region contains a large number of smaller single-family homes. As noted earlier, building regulations call for towers in this area to have a minimum G + 15 height. Based on TOD principles, it is important to have a high building density around the station. However, these buildings should occupy a mixed-use Designs 2021, 5, x FOR PEER REVIEW 16 of 27 environment that serves the residential, commercial, and daily needs within a comfortable walking distance.

FigureFigure 19. ( left19. ()left map) map showing showing building building density; density; ((rightright) condition of of buildings buildings in inthe the study study area area (Source: (Source: the Authors). the Authors).

6. Connectivity6. Connectivity IntramodalityIntramodality and and Transport Transport Hubs QNVQNV 2030 2030 foresees foresees thethe developmentdevelopment of of a a su sustainablestainable transportation transportation system, system, includ- including theing metro the metro project project and theand massivethe massive development development of of the the bus bus system. system. ThisThis shouldshould de- decrease residents’crease residents’ reliance reliance on automobile on automobile use, whichuse, which is still is still the the dominant dominant transport transport modemode in the country.in the country. There are There three are road three types road in types thestudied in the studied area, which area, which vary fromvary arterialfrom arterial roads with threeroads lanes with in three each lanes direction, in each direction, to collector to co roadsllector with roads two with lanes two lanes in each in each direction, direction, to local to local roads with one lane each way. roads with one lane each way. As of the time of writing this research paper, the metro system network is not fully operational.As of the However, time of writing a good bus this network research serves paper, the thestudied metro area, system with bus network stops at is 400- not fully operational.m intervals. However, Walking for a good 400 m bus takes network five minutes serves on the average, studied which area, means with bus that stops this is at a 400-m intervals.successful Walking catchment for area, 400 as m shown takes in five Figures minutes 20 and on 21. average, Buses run which daily from means 6 am that to 12 this is a successfulmidnight catchmentat 15-min. intervals, area, as which shown should in Figures be reduced 20 and to five 21. minutes Buses runin the daily future. from Each 6 am to 12metro midnight station at has 15-min. a bus intervals, stop and a which pick-up should and drop-off be reduced area for to fivetaxis. minutes When properly in the future. Eachimplemented, metro station these has are a features bus stop of and a su accessful pick-up multimodal and drop-off transport area forsystem. taxis. When properly implemented, these are features of a successful multimodal transport system.

Designs 2021, 5, x FOR PEER REVIEW 16 of 27

Figure 19. (left) map showing building density; (right) condition of buildings in the study area (Source: the Authors).

6. Connectivity Intramodality and Transport Hubs QNV 2030 foresees the development of a sustainable transportation system, includ- ing the metro project and the massive development of the bus system. This should de- crease residents’ reliance on automobile use, which is still the dominant transport mode in the country. There are three road types in the studied area, which vary from arterial roads with three lanes in each direction, to collector roads with two lanes in each direction, to local roads with one lane each way. As of the time of writing this research paper, the metro system network is not fully operational. However, a good bus network serves the studied area, with bus stops at 400- m intervals. Walking for 400 m takes five minutes on average, which means that this is a Designs 2021, 5, 33 successful catchment area, as shown in Figures 20 and 21. Buses run daily from 6 am to 12 15 of 26 midnight at 15-min. intervals, which should be reduced to five minutes in the future. Each metro station has a bus stop and a pick-up and drop-off area for taxis. When properly implemented, these are features of a successful multimodal transport system.

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Figure 20. Transportation map showing bus routes and metro line; the “M” in the red circles stands Figure 20. Transportation map showing bus routes and metro line; the “M” in the red circles for “metro” (Source: the Authors). stands for “metro” (Source: the Authors).

FigureFigure 21. (left 21. )(left Bicycle) Bicycle path path at theat the study study site; site; (right (right)) busbus catchmentcatchment area area (S (Source:ource: the the Authors). Authors).

TheThe major major deficiency deficiency in in the the West West BayBay district in in achieving achieving a successful a successful integrated integrated public public transporttransport system system is is its its very very poorpoor pedestrian and and cyclist cyclist networks. networks. The built The builtenvironment environment is is notnot designed designed to to respect respect pedestrians pedestrians or give or them give themright of right way, ofwhich way, makes which walking makes incon- walking venient, unpleasant and—in some places—simply hazardous. These problems include dis- inconvenient, unpleasant and—in some places—simply hazardous. These problems include connected paths, unshaded walkways, and lack of street crossings, as shown in Figure 22. disconnected paths, unshaded walkways, and lack of street crossings, as shown in Figure 22. The distance between pedestrian crossings here is typically 800 to 1500 m, meaning a walk Theof distance about 10 between to 20 min. pedestrian The unshaded crossings walkways here make is typically walking 800 during to 1500 the m,city’s meaning many hot a walk of aboutdays unpleasant 10 to 20 min. or even The unshadeddangerous. walkwaysThe lack of makestreet crossings walking and during street the furniture city’s many also hot daysmakes unpleasant the walking or even experience dangerous. exhausting. The lack Th ofe streetsituation crossings for cyclists and is street perhaps furniture even also makesworse, the as walking cycling experience paths are effectively exhausting. non-ex Theistent, situation except for along cyclists the isDoha perhaps Corniche, even as worse, as cyclingshown pathsin Figure are 21. effectively Subsequently, non-existent, creating a except successful along TOD the requires Doha Corniche, a redesign as of shown the in Figurestreet 21 .network Subsequently, in the area, creating so that a it successful supports both TOD pedestrians requires a and redesign cyclists of and the is street properly network in theintegrated area, so with that the it supports metro and both bus pedestrianssystems. A few and positive cyclists steps and have is properly recently integratedbeen taken with the metroalong with and the bus opening systems. of the A fewmetro positive system. steps Some haveair-conditioned recently been bus shelters taken alonghave been with the openingintroduced, of the metroand a number system. of Some other air-conditioned improvements in bus bus shelters shelter design have been have introduced, been made and in various parts of the country, as shown in Figure 23. These developments are likely to a number of other improvements in bus shelter design have been made in various parts encourage more people to use PT, as they make the travel experience more pleasant. of the country, as shown in Figure 23. These developments are likely to encourage more people to use PT, as they make the travel experience more pleasant.

Figure 22. Illustration of poor connectivity, unshaded walkways, and lack of street crossings (Source: the Authors).

Designs 2021, 5, x FOR PEER REVIEW 17 of 27

Figure 20. Transportation map showing bus routes and metro line; the “M” in the red circles stands for “metro” (Source: the Authors).

Figure 21. (left) Bicycle path at the study site; (right) bus catchment area (Source: the Authors).

The major deficiency in the West Bay district in achieving a successful integrated public transport system is its very poor pedestrian and cyclist networks. The built environment is not designed to respect pedestrians or give them right of way, which makes walking incon- venient, unpleasant and—in some places—simply hazardous. These problems include dis- connected paths, unshaded walkways, and lack of street crossings, as shown in Figure 22. The distance between pedestrian crossings here is typically 800 to 1500 m, meaning a walk of about 10 to 20 min. The unshaded walkways make walking during the city’s many hot days unpleasant or even dangerous. The lack of street crossings and street furniture also makes the walking experience exhausting. The situation for cyclists is perhaps even worse, as cycling paths are effectively non-existent, except along the Doha Corniche, as shown in Figure 21. Subsequently, creating a successful TOD requires a redesign of the street network in the area, so that it supports both pedestrians and cyclists and is properly integrated with the metro and bus systems. A few positive steps have recently been taken along with the opening of the metro system. Some air-conditioned bus shelters have been Designs 2021, 5, 33 introduced, and a number of other improvements in bus shelter design have been made 16 of 26 in various parts of the country, as shown in Figure 23. These developments are likely to encourage more people to use PT, as they make the travel experience more pleasant.

Figure 22.Designs Illustration 2021, 5, xof FOR poor PEER connectivity, REVIEW unshaded walkways, and lack of street crossings (Source: the Authors). 18 of 27 Figure 22. Illustration of poor connectivity, unshaded walkways, and lack of street crossings (Source: the Authors).

Figure 23. An illustration of how bus stops have begun changing in recent years (Sources: Central Planning Office of MinistryFigure & Municipality 23. An of illustration Urban Planning, of how Qatar. bus Adapted stops from have [41]). begun changing in recent years (Sources: Central Planning Office of Ministry & Municipality of Urban Planning, Qatar. Adapted from [41]). 7. Design Proposal (Master Plan) The design proposal for the West Bay metro area is presented in this section. This plan is informed by the findings that are outlined in the foregoing discussion as well as general TOD principles, and it is focused on addressing the following needs: redesign of

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7. Design Proposal (Master Plan) Designs 2021, 5, x FOR PEER REVIEW 19 of 27 The design proposal for the West Bay metro area is presented in this section. This plan is informed by the findings that are outlined in the foregoing discussion as well as general TOD principles, and it is focused on addressing the following needs: redesign of existing streets,existing introduction streets, introduction of a new of car a parkingnew car policy,parking support policy, of support mixed-use of mixed-use development, develop- and thement, provision and the of provision more outdoor of more open outdoor spaces open and spaces greenery. and greenery.

8.8. Connectivity 8.1. Multi-Modal Transportation/Green Corridors 8.1. Multi-Modal Transportation/Green Corridors Despite the issues that were noted earlier, the amount of green space in the study area is Despite the issues that were noted earlier, the amount of green space in the study basically adequate and the new metro project is likely to lead to increased PT use. However, area is basically adequate and the new metro project is likely to lead to increased PT use. creating a more livable and vibrant neighborhood requires better integration between However, creating a more livable and vibrant neighborhood requires better integration outdoor spaces and PT access points. A good way to address this issue is through the between outdoor spaces and PT access points. A good way to address this issue is through creation of green corridors, as shown in Figure 24. The main streets should be transformed the creation of green corridors, as shown in Figure 24. The main streets should be trans- into green corridors supporting outdoor activities and multimodal transportation, with theformed inner into streets green acting corridors as connecting supporting corridors. outdoor Inactivities addition, and re-thinking multimodal the transportation, cross section ofwith existing the inner streets streets in the acting area as would connecting help to co createrridors. active In addition, and well-connected re-thinking the outdoor cross spaces.section Furthermore,of existing streets the area in the should area would see more help mixed-use to create development, active and well-connected as this will better out- supportdoor spaces. the area’s Furthermore, transformation the area into should a vibrant see neighborhood.more mixed-use The development, street cross section as this thatwill isbetter depicted support in Figure the area’s 25 illustrates transformation how theinto design a vibrant proposal neighborhood. supports The TOD street principles cross sec- by minimizingtion that is depicted car lanes in and Figure car parking25 illustra whiletes how providing the design pedestrian proposal paths supports and bicycle TOD prin- and busciples lanes. by minimizing car lanes and car parking while providing pedestrian paths and bi- cycle and bus lanes.

FigureFigure 24.24. IllustrationIllustration ofof the the concept concept of of green green corridors; corridors the; the red red circle circle with with the the “M” “M” shows shows the the location loca- tion of the West Bay metro station (Source: the Authors). of the West Bay metro station (Source: the Authors).

Figure 25. New proposed street cross section, aiming to achieve a multimodal transportation system that is integrated with outdoor spaces (Source: the Authors).

Designs 2021, 5, x FOR PEER REVIEW 19 of 27

existing streets, introduction of a new car parking policy, support of mixed-use develop- ment, and the provision of more outdoor open spaces and greenery.

8. Connectivity 8.1. Multi-Modal Transportation/Green Corridors Despite the issues that were noted earlier, the amount of green space in the study area is basically adequate and the new metro project is likely to lead to increased PT use. However, creating a more livable and vibrant neighborhood requires better integration between outdoor spaces and PT access points. A good way to address this issue is through the creation of green corridors, as shown in Figure 24. The main streets should be trans- formed into green corridors supporting outdoor activities and multimodal transportation, with the inner streets acting as connecting corridors. In addition, re-thinking the cross section of existing streets in the area would help to create active and well-connected out- door spaces. Furthermore, the area should see more mixed-use development, as this will better support the area’s transformation into a vibrant neighborhood. The street cross sec- tion that is depicted in Figure 25 illustrates how the design proposal supports TOD prin- ciples by minimizing car lanes and car parking while providing pedestrian paths and bi- cycle and bus lanes.

Designs 2021, 5, 33 18 of 26 Figure 24. Illustration of the concept of green corridors; the red circle with the “M” shows the loca- tion of the West Bay metro station (Source: the Authors).

Figure 25. New proposedproposed streetstreet cross cross section, section, aiming aiming to to achieve achieve a multimodal a multimodal transportation transportation system system that that is integrated is integrated with withoutdoor outdoor spaces spaces (Source: (Source: the Authors). the Authors).

The site analysis reveals that the present West Bay area is a typical car-dependent neighborhood. The bus system is almost exclusively used by low-income workers, and there are very few pedestrians and cyclists. One TOD principle is that car use should generally be minimized; therefore, it is proposed that the streets in the study area be limited to having a single car lane in each direction, with the remaining space on the road being devoted to pedestrians, cyclists, and a single bus lane. Furthermore, greenery should be provided, and initiatives should be implemented encouraging the creation of small businesses, such as cafés, adding to the character of the streets and helping to create a more livable mixed-use environment. The presence of well-connected pedestrian and cyclist networks is also desirable, as this will mean the increased use of the metro and other PT. Bus stops should be serviced more often; the plan to reduce the current 15-min. waiting intervals to five minutes will be a welcome improvement, as this will also support increased PT ridership.

8.2. Car Parking Policy Based on MME regulations, the minimum setback around towers is 12.5 m. At present, there are adequate setbacks around the towers within the study site. Unfortunately, these areas are not generally utilized as outdoor green spaces that are suitable for recreation and supporting an active human presence; instead, they most often serve as car parking areas, adding to a sense of dullness in the neighborhood. Figure 26 shows the current distribution of the neighborhood’s building and car parking areas. Based on TOD principles, the number of parking areas should be reduced, so that they constitute a total of under 12% of the entire site area. If the use of private cars is reduced as PT ridership increases, then there will be less of a need for parking areas, so that these spaces can be enjoyed as outdoor green gathering spots. Designs 2021, 5, x FOR PEER REVIEW 20 of 27

The site analysis reveals that the present West Bay area is a typical car-dependent neighborhood. The bus system is almost exclusively used by low-income workers, and there are very few pedestrians and cyclists. One TOD principle is that car use should gen- erally be minimized; therefore, it is proposed that the streets in the study area be limited to having a single car lane in each direction, with the remaining space on the road being devoted to pedestrians, cyclists, and a single bus lane. Furthermore, greenery should be provided, and initiatives should be implemented encouraging the creation of small busi- nesses, such as cafés, adding to the character of the streets and helping to create a more livable mixed-use environment. The presence of well-connected pedestrian and cyclist networks is also desirable, as this will mean the increased use of the metro and other PT. Bus stops should be serviced more often; the plan to reduce the current 15-min. waiting intervals to five minutes will be a welcome improvement, as this will also support in- creased PT ridership.

8.2. Car Parking Policy Based on MME regulations, the minimum setback around towers is 12.5 m. At pre- sent, there are adequate setbacks around the towers within the study site. Unfortunately, these areas are not generally utilized as outdoor green spaces that are suitable for recrea- tion and supporting an active human presence; instead, they most often serve as car park- ing areas, adding to a sense of dullness in the neighborhood. Figure 26 shows the current distribution of the neighborhood’s building and car parking areas. Based on TOD princi- ples, the number of parking areas should be reduced, so that they constitute a total of Designs 2021, 5, 33 under 12% of the entire site area. If the use of private cars is reduced as PT ridership19 of in- 26 creases, then there will be less of a need for parking areas, so that these spaces can be enjoyed as outdoor green gathering spots.

FigureFigure 26.26. IllustrationIllustration ofof solidsolid (i.e.,(i.e., buildings,buildings, coloredcolored yellow)yellow) andand voidvoid (car(car parking,parking, coloredcolored black) areas.black) Theareas. red The circle red withcircle the with “M” the shows“M” shows the location the location of the of West the West Bay metroBay metro station station (Source: (Source: the the Authors). Authors).

9.9. ComplexityComplexity 9.1.9.1. Mixed-UseMixed-Use SpacesSpaces Designs 2021, 5, x FOR PEER REVIEW AchievingAchieving mixed-use development development at at the the stud studyy site site will will require require a high a high degree degree21 of of den- 27 of

densitysity around around the the West West Bay Bay metro metro station. station. Ho However,wever, a a mixed-use mixed-use TOD TOD should enableenable thethe area’sarea’s residentsresidents to to perform perform their their daily daily needs needs within within a comfortablea comfortable walking walking distance; distance; this this is not presently the case in the study area. Therefore, it is proposed that the land/building loweris not floors presently support the commercial case in the study uses, middlearea. Ther floorsefore, contain it is proposed office space, that and the upperland/building floors use in the area be modified, as shown in Figures 27 and 28, such that more buildings’ serveuse residentialin the area needs.be modified, In certain as showncases, it in may Figures be desirable 27 and 28,to avoidsuch thathaving more offices buildings’ and lower floors support commercial uses, middle floors contain office space, and upper residential space within a single building, as may be the case if a building houses govern- floors serve residential needs. In certain cases, it may be desirable to avoid having offices ment authorities. In such cases, buildings will consist of commercial space and offices and residential space within a single building, as may be the case if a building houses only. government authorities. In such cases, buildings will consist of commercial space and The building density is high in the studied area, and the West Bay neighborhood offices only. tends to be very active during daytime hours. However, at night, the area can seem to be The building density is high in the studied area, and the West Bay neighborhood almosttends deserted, to be very because active during the dominant daytime land hours. use However,at present atis night,office buildings. the area can This seem is why to be a almostcrucial deserted,component because of the the proposed dominant design land is use a change at present in land is office use buildings. to more of This a mixed- is why usea crucial development. component This of would the proposed decrease design car depe is andency change inand land increase use to the more use of of a mixed-usePT facili- ties.development. This would decrease car dependency and increase the use of PT facilities.

FigureFigure 27. 27. 3D3D illustration illustration of of new new land land uses uses (Source: (Source: The The Authors). Authors).

Figure 28. 3D illustration of the proposed mixed-use development. The dotted red circles with an “M” show the location of entrances to the West Bay metro station (Source: the Authors).

9.2. Connected Open Space The new proposal suggests connecting the study area’s outdoor open spaces by providing better access to multiple transportation modes. This is done, for example, by

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lower floors support commercial uses, middle floors contain office space, and upper floors serve residential needs. In certain cases, it may be desirable to avoid having offices and residential space within a single building, as may be the case if a building houses govern- ment authorities. In such cases, buildings will consist of commercial space and offices only. The building density is high in the studied area, and the West Bay neighborhood tends to be very active during daytime hours. However, at night, the area can seem to be almost deserted, because the dominant land use at present is office buildings. This is why a crucial component of the proposed design is a change in land use to more of a mixed- use development. This would decrease car dependency and increase the use of PT facili- ties.

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Figure 27. 3D illustration of new land uses (Source: The Authors).

FigureFigure 28.28. 3D3D illustrationillustration of the proposed mixed-use de development.velopment. The The dotted dotted red red circles circles with with an an “M”“M” showshow thethe location location of of entrances entrances to to the the West West Bay Bay metro metro station station (Source: (Source: the the Authors). Authors).

9.2.9.2. ConnectedConnected OpenOpen SpaceSpace TheThe newnew proposalproposal suggestssuggests connectingconnecting thethe studystudy area’sarea’s outdooroutdoor openopen spacesspaces byby providingproviding betterbetter accessaccess toto multiplemultiple transportationtransportation modes.modes. ThisThis isis done,done, forfor example,example, byby introducing special lanes for buses, pedestrians, and cyclists. A better-connected street network facilitates outdoor activities, which are also more likely to take place in areas where street-adjacent areas and buildings’ lower floors host food kiosks, seating, shaded spaces, water elements, art galleries, and plazas, which makes the area more vibrant and attractive. The following changes should also be implemented. First, the southeastern part of the site should be redesigned, so that its outdoor spaces take better advantage of the local sea breeze, improving users’ experience by creating a more favorable outdoor microclimate. Second, the northeastern part of the site should be redesigned to allow better accessibility for the area’s users. Third, the central part of the site should be reimagined as an attractive focal area, providing easy connectivity among all parts of the site. This trend of converting largely abandoned outdoor spaces into more active ones has recently been observed in a number of locations in Qatar, including the Katara and Lusail night markets, for example, and the success of this approach is clearly seen in those places, which are now often packed with users, especially in the evenings.

10. Compactness 10.1. Ground Use Balance The design proposal suggests that the site’s green areas and other outdoor spaces be expanded and improved, in large part by taking better advantage of existing unconnected green spaces. This can be done by introducing green corridors, dedicating large parts of street-adjacent areas to green areas and similar spaces that are conducive to outdoor activity. It is crucial that these outdoor spaces be properly connected with continuous pedestrian and cyclist paths, which are fully integrated with high-frequency bus and metro services.

10.2. Walkability Walkability plays a fundamental role in a successful TOD, but, unfortunately, this is also a major area of weakness at the study site. The design proposal solves this problem Designs 2021, 5, x FOR PEER REVIEW 22 of 27

introducing special lanes for buses, pedestrians, and cyclists. A better-connected street network facilitates outdoor activities, which are also more likely to take place in areas where street-adjacent areas and buildings’ lower floors host food kiosks, seating, shaded spaces, water elements, art galleries, and plazas, which makes the area more vibrant and attractive. The following changes should also be implemented. First, the southeastern part of the site should be redesigned, so that its outdoor spaces take better advantage of the local sea breeze, improving users’ experience by creating a more favorable outdoor microcli- mate. Second, the northeastern part of the site should be redesigned to allow better acces- sibility for the area’s users. Third, the central part of the site should be reimagined as an attractive focal area, providing easy connectivity among all parts of the site. This trend of converting largely abandoned outdoor spaces into more active ones has recently been ob- served in a number of locations in Qatar, including the Katara and Lusail night markets, for example, and the success of this approach is clearly seen in those places, which are now often packed with users, especially in the evenings.

10. Compactness 10.1. Ground Use Balance The design proposal suggests that the site’s green areas and other outdoor spaces be expanded and improved, in large part by taking better advantage of existing unconnected green spaces. This can be done by introducing green corridors, dedicating large parts of street-adjacent areas to green areas and similar spaces that are conducive to outdoor ac- tivity. It is crucial that these outdoor spaces be properly connected with continuous pe- destrian and cyclist paths, which are fully integrated with high-frequency bus and metro services.

10.2. Walkability Designs 2021, 5, 33 21 of 26 Walkability plays a fundamental role in a successful TOD, but, unfortunately, this is also a major area of weakness at the study site. The design proposal solves this problem in part by dedicating space to pedestrians on each side of the street. However, creating a genuinelyin part walkable by dedicating area means space more to pedestrians than simply on providing each side pathways of the street. from However, one location creating a to another;genuinely it also walkable requires area the meansprovision more of thanshaded simply walkways, providing trees, pathways seating from areas, one and location street furniture,to another; as it well also as requires more nume the provisionrous and convenient of shaded walkways,street crossings. trees, seating areas, and street furniture, as well as more numerous and convenient street crossings. 10.3. Building Components/Use of Energy Systems 10.3. Building Components/Use of Energy Systems In the studied area, there is little or no evidence of any renewable energy elements at In the studied area, there is little or no evidence of any renewable energy elements the building level, with the exception of photovoltaic (PV, i.e., solar) panels on some bus at the building level, with the exception of photovoltaic (PV, i.e., solar) panels on some stops, as shown in Figure 29. However, these panels are very small and, thus, the energy bus stops, as shown in Figure 29. However, these panels are very small and, thus, the captured is quite minimal. Therefore, it is proposed to widen the use of solar panels, energy captured is quite minimal. Therefore, it is proposed to widen the use of solar panels, mounting them, wherever feasible, onto bus stop roofs, the tops of buildings, and on shad- mounting them, wherever feasible, onto bus stop roofs, the tops of buildings, and on ing elements that will be added to the site’s walkways. shading elements that will be added to the site’s walkways.

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Figure 29. (left) Bus stop in West Bay with solar panel (source: the Authors); (right) bus stop with solarFigure roof, 29. recommended(left) Bus stop infor West the study Bay with site (S solarource: panel Yeroo (source: Group. the Adapted Authors); from (right [42]).) bus stop with solar roof, recommended for the study site (Source: Yeroo Group. Adapted from [42]). 10.4. Culture and Identity 10.4.The Culture West and Bay Identity area has every appearance of a typical modern central business district, with Thetall Westgleaming Bay areatowers has everythat are appearance indicative of of a typicalDoha’s modernstatus as central an international business district, city. withHowever, tall gleaming the area’s towers architectural that are style indicative does no oft reflect Doha’s Qatari status identity as an internationalin any significant city. way,However, with thea few area’s exceptions, architectural such as style Ezdan does Towe not reflectr, which Qatari is pictured identity in in Figure any significant 30. It will way,be important with a few to exceptions,introduce Qatari such asdesign Ezdan feat Tower,ures into which the is built pictured environment in Figure to 30 address. It will thisbe important lack of a tosense introduce of identity. Qatari In design the desi featuresgn proposal, into the this built is done environment through tothe address use of Islamicthis lack patterns of a sense in various of identity. places In throughout the design the proposal, study site, this such is done as on through pedestrian the use links of andIslamic street patterns furniture, in various including places fountains, throughout vegetation the study boxes, site, suchseating as onareas, pedestrian lighting links fea- tures,and street and furniture,shading elements. including Figure fountains, 30 also vegetation illustrates boxes, these seating ideas. areas, lighting features, and shading elements. Figure 30 also illustrates these ideas.

Figure 30. (left) Ezdan Tower; (middle) proposed use of Islamic patterning on vegetation box and fountain; (right) use of Islamic patterning on a metroFigure pedestrian 30. (left link) Ezdan (Source: Tower; the Authors).(middle) proposed use of Islamic patterning on vegetation box and fountain; (right) use of Islamic patterning on a metro pedestrian link (Source: the Authors). Cycling is not favored by Qatari locals for multiple reasons, many of them cultural. LocalsCycling generally is not believe favored that by the Qatari hot arid locals climate for multiple is not suitable reasons, for many cycling; of thethem local cultural. attire, whichLocals generally typically includesbelieve that long the flowing hot arid robesclimat fore is bothnot suitable sexes, mayfor cycling; make cyclingthe local appear attire, whichawkward; typically additionally, includes there long appearflowing to robes be built-in for both cultural sexes, beliefsmay make against cycling the ideaappear of usingawk- ward; additionally, there appear to be built-in cultural beliefs against the idea of using a bicycle publicly. This is in spite of the fact that some locals use bicycles while traveling abroad. More generally, the use of PT in Qatar is often associated with low-income socio- economic groups. These attitudes can probably be changed if role models from within Qatari society are seen using these modes of transportation. The former Prime Minister of the United Kingdom, David Cameron, used the London metro to reach his office, and the Prime Minister of the Netherlands, Mark Rutte, mostly travels by bicycle, as shown in Figure 31. Similar role models could help to solve issues associated with social class and PT use in Qatar. In addition, in the interest of sustainability, other sustainable forms of personal transportation should be permitted in bike lanes; these include scooters, skate- boards, and rollerblades.

Designs 2021, 5, x FOR PEER REVIEW 23 of 27

Figure 29. (left) Bus stop in West Bay with solar panel (source: the Authors); (right) bus stop with solar roof, recommended for the study site (Source: Yeroo Group. Adapted from [42]).

10.4. Culture and Identity The West Bay area has every appearance of a typical modern central business district, with tall gleaming towers that are indicative of Doha’s status as an international city. However, the area’s architectural style does not reflect Qatari identity in any significant way, with a few exceptions, such as Ezdan Tower, which is pictured in Figure 30. It will be important to introduce Qatari design features into the built environment to address this lack of a sense of identity. In the design proposal, this is done through the use of Islamic patterns in various places throughout the study site, such as on pedestrian links and street furniture, including fountains, vegetation boxes, seating areas, lighting fea- tures, and shading elements. Figure 30 also illustrates these ideas.

Figure 30. (left) Ezdan Tower; (middle) proposed use of Islamic patterning on vegetation box and fountain; (right) use of Islamic patterning on a metro pedestrian link (Source: the Authors).

Cycling is not favored by Qatari locals for multiple reasons, many of them cultural. Designs 2021, 5, 33 Locals generally believe that the hot arid climate is not suitable for cycling; the local attire,22 of 26 which typically includes long flowing robes for both sexes, may make cycling appear awk- ward; additionally, there appear to be built-in cultural beliefs against the idea of using a bicycle publicly. This is in spite of the fact that some locals use bicycles while traveling abroad.a bicycle More publicly. generally, This the is in use spite of PT of thein Qatar fact that is often some associated locals use with bicycles low-income while traveling socio- economicabroad. Moregroups. generally, These attitudes the use of can PT probably in Qatar isbe often changed associated if role with models low-income from within socio- economic groups. These attitudes can probably be changed if role models from within Qatari society are seen using these modes of transportation. The former Prime Minister of Qatari society are seen using these modes of transportation. The former Prime Minister the United Kingdom, David Cameron, used the London metro to reach his office, and the of the United Kingdom, David Cameron, used the London metro to reach his office, and Prime Minister of the Netherlands, Mark Rutte, mostly travels by bicycle, as shown in the Prime Minister of the Netherlands, Mark Rutte, mostly travels by bicycle, as shown in Figure 31. Similar role models could help to solve issues associated with social class and Figure 31. Similar role models could help to solve issues associated with social class and PT PT use in Qatar. In addition, in the interest of sustainability, other sustainable forms of use in Qatar. In addition, in the interest of sustainability, other sustainable forms of personal personal transportation should be permitted in bike lanes; these include scooters, skate- transportation should be permitted in bike lanes; these include scooters, skateboards, and boards, and rollerblades. rollerblades.

Figure 31. (left) David Cameron, former Prime Minister of the UK, using the London metro (Sources: The Friday Times. Adapted from [43]); (right) Mark Rutte, Prime Minister of the Netherlands, traveling by bike (Sources: Invest in Holland Network. Adapted from [44]. 11. Discussion and Conclusions Ed McMahon, senior fellow at the Urban Land Institute in Washington D.C., has stated that “if you design a city around cars, you’re going to get more cars. If you design a city around people, you’re going to get more people and places and better real estate value” [45]. In large part, this is what has happened in Qatar, due to its rapid economic boom. As the capital city Doha has grown, its road networks have been significantly expanded, but with relatively little consideration of the modes of transport other than private cars. In more recent times, local urban planners and designers, architects, and transportation engineers have shown an increasing awareness of this problem, and multiple develop- ment projects are now ongoing in an effort to improve the current circumstances. These improvements include the development of long-distance rail, a comprehensive bus system, the Doha metro, pedestrian sidewalks, and bike lanes. The problems that are created by dependence on private motorized vehicles include traffic congestion, air pollution, and adverse health effects, thus having a massive negative influence on a city’s perceived livability and residents’ quality of life. In order to address these issues, a genuine shift in the prevailing design mentality is needed, and new urban planning theories must be put into practice. In the present study, the area around Doha’s West Bay metro station was investigated to determine its the current conditions. Analysis of the built environment at the site was carried out, and a design proposal was crafted, following the core principles of Transit-Oriented Development, livability and urban sociology. The proposal includes several changes that should be made in the study area. First, the area should be transformed from one dependent on the use of cars into one offering multimodal transportation options that are integrated and well connected. A variety of sustainable modes of transport should be available, including easily accessible metro and bus services, and pedestrian walkways and bike lanes should be provided. The prevailing street cross section should be reworked, incorporating green urban corridors that cater to different modes of transportation. Second, better integration between public open spaces and the transportation network should be provided, leading to more attractive Designs 2021, 5, 33 23 of 26

and active open spaces. The third recommendation pertains to the numerous empty plots that are adjacent to many of the area’s buildings. Most are currently used as car parking areas, which results in outdoor open spaces that are dull and essentially void of life. These car parking areas should be reduced in number and/or extent, so that they constitute no more than 12% of the total site area, and they should be replaced with greenery and recreational areas. A fourth recommendation relates to vertical and horizontal mixed-use development, addressing the fact that, at present, the study site in West Bay is mostly used by people working at their daytime jobs. The result is that the area is very active during the day, but it is basically a “ghost neighborhood” at night. This can be remedied if most towers support multiple uses. For example, ground floors should mostly be devoted to commercial uses, with car parking also being located at lower levels. Higher levels can then host offices and/or residential units. In this way, the area’s residents can take care of their daily needs within a comfortable walking distance, which is necessary in creating a successful, livable mixed-use development. Although the study site offers some amount of outdoor open space with onsite green- ery, these places are generally lacking in multiple ways, such as in the activities that they can support and in their (lack of) connectivity with the surrounding areas. The study area will be much more attractive and livable if food kiosks, cafés, seating areas, shading devices, water elements, improved greenery and landscaping, recreational activities, art galleries, and plazas are present. A lack of walkability is also a major defect in the area; this proposal recommends that walkability be improved through the use of green corridors, with careful consideration being given to the provision of shaded walkways, trees, seating areas, street furniture, and additional street crossings. In addition, the study site should better reflect the local culture and identity. The present West Bay neighborhood has impressive modern features, such as tall glass towers, but the overall effect is indicative of a loss of cultural memory and identity. Therefore, this proposal recommends the introduction of design elements that are inspired by Qatari culture. These design features are not limited to architectural structures, such as entire buildings, but focus more on the built environment at the human scale. Design elements consistent with the local culture should be incorporated into items such as fountains, vegetation boxes, seating areas, lighting features, and shading elements, as this will boost the area’s sense of place and identity. Implementing these design principles and making the other changes that are enumerated in this discussion will enable the study site’s transformation into a vibrant, active, and livable neighborhood. Finally, one must remember that large-scale changes in an existing city, such as changes to its public transportation system, most likely cannot be realized in a perfected form from the early stages of design or implementation. Such issues, which involve decisions by stakeholders, including commercial interests and municipal and national authorities, fall outside the scope of this research project. This can be considered to be a limitation of the present study, which might be addressed in a further investigation that is more focused on such decision-making processes. The authors are also aware that, while design proposals are important, it is crucial to ensure that such plans can be integrated into the decision-making process of a given area’s stakeholders. Typically, this is a process of trial and error that unfolds based on human interaction and observation as a given area develops. For example, the metro project is still very new in Qatar, and most of its stations are not yet in full operation. In spite of—or rather because of—these limitations, we feel that research of the present kind is crucial in proposing urban design solutions and recommendations, which, if implemented properly, can enhance the built environment and create a vigorous city district in harmony with TOD principles. Designs 2021, 5, 33 24 of 26

12. Contribution to Knowledge This research project opens doors for other study opportunities. Future research should be aimed at developing analogous master plans for multiple stations along the same metro line, as a part of an integrated design proposal following a holistic approach that is in harmony with TOD principles. In addition, the study site at West Bay can be analyzed from perspectives other than that considered in the current project. For example, Qatar’s hot arid climate plays an important role in local users’ attitudes toward the use of public transportation. It would be instructive to explore how thermal comfort outdoors affects the level of success of PT facilities in Doha, such as the West Bay metro station. Improvements in the integration between land use and PT should be a major com- ponent of urban planning in Qatar in the future. It is also crucial to recognize the role of the local culture and identity in establishing a sense of place and determining how local users perceive the role of public transportation. If these issues are carefully considered and addressed, the result can be more livable, active, and vibrant TOD development throughout Doha and Qatar, meeting the goals of QNV 2030.

Author Contributions: The authors contributed to this research study as follows: Conceptualization, D.A., R.F. and M.G.; methodology, D.A., R.F. and M.G.; software, D.A.; validation, D.A., R.F., M.G. and R.A.-M.; formal analysis, D.A., R.F., M.G. and R.A.-M.; investigation, D.A., R.F., M.G. and R.A.-M.; resources, R.F., M.G. and R.A.-M.; data curation, D.A.; writing—original draft, D.A. and R.F.; preparation, D.A., R.F., M.G. and R.A.-M.; writing—review and editing, R.F. and M.G.; visualization, D.A.; supervision, R.F. and R.A.-M.; project administration, R.F. and R.A.-M.; funding acquisition, R.F. and R.A.-M. All authors have read and agreed to the published version of the manuscript. Funding: This research study was developed under the grant schemes awarded by Qatar University: Grant ID: QUCP-CENG-2021-2 [National Capacity Building Program-NCB-S1], titled: Re-thinking a Framework for the Urban Regeneration and Preservation of the Transit Villages of Old Salata, QNM, Msheireb and Souq Waqif, along the Cultural-Heritage Doha-Metro Corridor; and Grant ID: QUST-1-CENG-2021-16, titled: A Holistic Strategy for the Urban Regeneration of the Souq Waqif Neighbourhood. English editing, proof-reading, and article processing charge (APC) were supported by Qatar University, Grant ID: QUST-1-CENG-2021-16. Institutional Review Board Statement: Not applicable. Informed Consent Statement: Not applicable. Data Availability Statement: All data, models, and code generated or used during the study appear in the submitted article. Acknowledgments: The authors would like to acknowledge the support of Qatar University in providing a work environment which facilitates and motivates scientific research. This research study was developed as a part of the core course “Participatory Design and Planning” in Fall 2020, part of the PhD program in Architecture at Qatar University. The authors would like to thank the leading engineers and key professional people working in governmental agencies and municipalities in Qatar, specifically those in the Ministry of Municipality and Environment (MME), the Ministry of Transport and Communications (MOTC), Qatar Rail, Mowasalat, and the Ashghal Public Works Authority. Their cooperation and collaboration with the authors were crucial in the development of this research study. This included meetings; the provision of visual materials, guidelines and frameworks; and discussion of future plans. Finally, the authors would like to thank the reviewers and editors for their invaluable feedback. The authors are solely responsible for the statements made herein. Conflicts of Interest: The authors declare no conflict of interest.

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