sustainability

Article An Urban Regeneration Planning Scheme for the Heritage Site of

Raffaello Furlan * and Asmaa AL-Mohannadi Department of Architecture and Urban Planning, University, Doha 3263, Qatar; [email protected] * Correspondence: raff[email protected]

 Received: 21 July 2020; Accepted: 18 September 2020; Published: 24 September 2020 

Abstract: Over the past decade, transit-oriented development (TOD) has been advocated as an applicable urban regeneration planning model to promote the sustainability of cities along with city dwellers’ standards of urban living. On a regional scale, under the directives of the Qatar National Vision 2030 (QNV-2030), the Qatar National Development Framework (QNDF-2032), and the strategies for planned mega events, such as the FIFA World Cup 2022, the State of Qatar launched the construction of the , which consists of four lines. This transport system, linking the center of Doha to several transit villages around approximately 100 metro stations, aims at reducing the number of vehicles on the road networks while providing an integrated transportation and land use strategy through the urban regeneration of transit-oriented developments (TODs), providing both social and environmental economic benefits. Among the most significant transit sites within the Doha Metro lines is the Souq Waqif station. This station is a historical–heritage spot that represents a potential socio-cultural site for the creation of a distinctive urban environment. This research study investigates an approach suitable for an urban regeneration planning scheme for the Souq Waqif TOD, aiming at (i) preserving and consolidating the deeply rooted cultural heritage of the historical site and (ii) enhancing the city dwellers’ and/or the community’s standards of urban living. This study aims to explore the applicability of a TOD planning scheme for the new metro station through urban regeneration and land infill in the existing built environment of the Souq. This study contends that the efficient integration of land use with transport systems contributes to shaping an environment with enhanced standards of living for users while supporting social, economic, and environmental factors. The present research design comprises qualitative data based on theoretical studies and site-based analysis to assess (i) the principles of TODs and (ii) the extent to which their application can be employed for the Souq Waqif to become a sustainable TOD.

Keywords: transit-oriented developments (TODs); urban regeneration planning scheme; standards of urban living; the Souq Waqif; Doha

1. Introduction While the worldwide population of urban areas is increasing, few regions are facing urban growth as fast as that in the Middle East and the Arabian Gulf region. For this reason, the rapid development of the Gulf countries, in contrast to Western cities, is described as “instant” growth. In this region, the State of Qatar has witnessed vast and rapid urban growth in the past two decades. The population of Doha, the capital city, increased from below 500,000 to 1.2 million since the year 2000 and is expected to continue to grow [1]. Additionally, as envisioned through the Qatar National Vision 2030, Qatar initiated the construction of various mega projects and facilities, such as metro lines, airports, ports, parks, and stadiums for the upcoming 2022 FIFA World Cup [2,3]. In turn, this intense instant urban and population growth phase has caused serious environmental, economic, and social

Sustainability 2020, 12, 7927; doi:10.3390/su12197927 www.mdpi.com/journal/sustainability Sustainability 2020, 12, 7927 2 of 19 problems, such as (i) traffic congestion, (ii) environmental pollution, (iii) fragmentation of the urban fabric, and (iv) other ecological and social threats. Instant urban and population growth contribute to urban sprawl. The sprawling and fragmentation of urban areas cause overdependence on automobiles as the preferred mode of transportation. Scholars argue that the extensive use of private vehicles, which facilitate personal mobility and provide a sensation of security, territoriality, and heightened status, cannot be a sustainable means of transport. Such vehicles represent a menace to city dwellers’ standards of urban living [4,5]. Consequently, scholars and planners in urban design have concurred that the most logical approach to tackle the detrimental effects derived from the excessive use of private vehicles is through interdisciplinary urban regeneration planning schemes. Such schemes aim at integrating land use and multimodal transport systems around compact, mixed-use transit villages located around stations. This model is also defined as “transit-oriented development” (TOD) [6–8]. In the case of Qatar, residents’ dependence on the use of private vehicles has been justified by the lack of alternative modes of transportation to connect the fragmented urban districts and provide an effective solution to urban sprawl. Therefore, in response to the drastic increase in traffic congestion and automobiles, the state of Qatar is currently constructing the new Doha Metro project, which includes approximately 100 metro stations along its four main lines. Doha Metro, along with these stations, will facilitate the creation and urban regeneration of TODs along the metro rail corridors, thereby enhancing the region’s vision for smart growth and sustainable developments by creating vibrant, walkable, and livable neighborhoods. In this study, we focus on the heritage site of the Souq Waqif (or the local market). Souq Waqif is an old market that underwent renovations in 2006 to conserve its traditional architectural style. The Souq is strategically located in the heart of Doha, adjacent to to the west, Park to the north, and the Corniche waterfront promenade to the northwest. There are limited bus stations and underground car-parking locations that serve the Souq’s daily visitors, in addition to two stations of the future Gold Metro line. Such facts add to the site’s significance as a historical–heritage transit village located along the Doha Metro. Therefore, this study investigates a suitable urban regeneration planning scheme for the investigated Souq Waqif TOD, aiming at (i) preserving and consolidating the deeply rooted cultural heritage of the historical site and (ii) enhancing city dwellers’ standards of urban living. The objective of this research is twofold. Firstly, we assess the potential of the selected site, namely Souq Waqif, for adaptive transformation as a transit village in a historical–heritage urban node. Secondly, based on this assessment, we provide an applicable urban regeneration planning scheme to contribute to the urban quality of life in the district. Thus, the aim is to foresee the contextualized adapted urban development as a future model for enhancing the long-term health and sustainability of Souq Waqif, while also being applicable to other heritage sites in Qatar.

2. Literature Review

2.1. The TOD as a Model for Sustainable Urban Regeneration The detrimental effects derived from non-sustainable urban growth over the past decades have prompted municipalities, practitioners, and researchers to implement strategies for the urban regeneration of the built environment of our cities and thus diminish harmful social, economic, and environmental threats. In turn, recent urban regeneration planning schemes have been envisioned with “sustainability” as the leading concept to address and manage the enhancement of social well-being and economic prosperity as much as environmental care, or simply to promote sustainable urbanism [9–12]. Sustainability and urbanism became popular as global challenges in response to 1987’s Brundtland report, which highlighted, through a thorough body of research, how the conditions of the planet’s ecosystems are degrading due to global-scale human economic activity. This environmental degradation Sustainability 2020, 12, 7927 3 of 19 is worsening the majority of people’s quality of life. As a result, the report stressed that the growing human impacts on non-human environments cannot be sustainable and that societies must embrace “environmentally sustainable developments”. It is a challenge to ensure equal opportunities for future generations based on the current triple bottom line model; economic development policies and practices must be balanced with equal care for environmental and social impacts. In the 21st century, the practice of urban regeneration occupies an increasingly significant role as a mechanism for leading and managing “environmentally sustainable developments”, requiring urban planners and architects to confront the metropolitan growth that occurred in the past century without effective consideration of the threats, constraints, and pressures of rapid population growth, urbanization and intensification, resource consumption, and climate change. Despite urban regeneration being a widely experienced phenomenon, there is no single theoretical explanation or physical model that can be adopted to address all urban problems and/or provide effective solutions. Therefore, effective and lasting urban regeneration intervention must comprehensively consider local circumstances. Furthermore, since greenfield housing development continues to be the low-density dominant mode of urban expansion, a consistent challenge for urban planners and architects is the containment of urban sprawl, which is considered a major problem. Therefore, practitioners are targeting “infill” housing development—houses built on previously developed land—in an attempt to redirect population and housing investments inwards to avoid urban sprawl from occurring on greenfield sites in the outer suburbs. At the same time, urban regeneration projects extend beyond an individual or a group of buildings. They also incorporate the re-creation or regeneration of precincts and/or activity centers, comprising parcels of properties and the associated public realm and urban infrastructure. Activity centers are associated with concentrations of residential, retail, commercial, and leisure activities at levels ranging from the central business district (CBD) scale to peripheral villages. This spatial configuration responds to the need to minimize the travel times of the resident population within the central activity node (the poly-centered city–city of cities—the “20 min city”) to diminish the use of private vehicles. The focus is on intensified mixed-use development, integrated with multimodal transport systems such as trains, buses, taxis, walking, cycling, and others. This model is what defines transit-oriented development or TOD as an activity center: a clustered mixture of land uses and housing at a higher density alongside public spaces around high-quality public transport services configured as the core of the enlarged community. TOD is envisioned as a sustainable development model in response to the updated environmental and ecological debate on the contemporary global challenge of climate change [13–15]. A TOD is a compact pedestrian-friendly settlement serving a set of compact mixed uses that can be conveniently traversable on foot while also being served by public transport. Calthorpe defined three key criteria known by their initials as the “three Ds”: (i) density, (ii) diversity of land use, and (iii) design of urban spaces. The three Ds are critical for successful metropolitan developments around transit stations. In addition, Ewing Cervero (2010) and other researchers identified another “three Ds,” which are (iv) distance to transit, (v) destination accessibility, and (vi) demand management [4,11,16]. The TOD model has increasingly been adopted for the regeneration of urban communities, promoting higher standards of urban living and representing a tool for reducing uncontrolled urban sprawl, traffic congestion, and urban fragmentation. Moreover, the TOD model creates compact and mixed-use eco-communities that are both walkable and well-served by public transportation. Significantly, TOD leads to the resilient, adaptive creation of communities based on flexibility for targeting ever-changing demographic, environmental, and socio-economical challenges [17]. Adaptive communities ensure that both individual and community development can be pursued, following the “place” methodology that advocates proactive planning and an interdisciplinary approach based on community consensus [18,19]. Enriching existing land use plans and evaluation Sustainability 2020, 12, 7927 4 of 19 methods by incorporating a transit accessibility measure is a popular tool in the process of place Sustainability 2020, 12, x 4 of 19 making [20–22]. The concept of adaptive communities is intertwined with TOD, defined as settlements ofTOD a central settlements rail or busprioritize hub bordered connectivity, by high-density walkabil andity, mixed-usestreet attractiveness, development parking [23]. TOD management, settlements prioritizeadequate facilities, connectivity, and walkability,socio-economic street capital, attractiveness, integrated parkingin a comprehensive management, urban adequate design facilities, scheme and[24]. socio-economic capital, integrated in a comprehensive urban design scheme [24]. Historically, the the TOD TOD model model has evolvedhas evolved by responding by responding to low-density to low-density and sprawling and development, sprawling whichdevelopment, still facilitates which still its contributionfacilitates its ascontribution a workable as tool a workable in the process tool in of the the process smart of growth the smart and sustainablegrowth and urbanismsustainable of urbanism cities in theof cities 21st century.in the 21st When century. a comprehensive When a comprehensive land-use planningland-use schemeplanning is scheme provided, is provided, TOD can significantlyTOD can significantly contribute contribute to the (i) sustainableto the (i) sustainable adaptation adaptation of declining of neighborhoods,declining neighborhoods, (ii) a reduction (ii) a reduction in automobile in automo use (emissionbile use (emission of gas, fuelof gas, consumption, fuel consumption, and tra andffic congestion),traffic congestion), (iii) the (iii) formation the formation of compact of compact districts, anddistricts, (iv) the and enhancement (iv) the enhancement of pedestrian of satisfactionpedestrian andsatisfaction standards and of standards urban living of urban [25–27 living]. [25–27]. Globally, citiescities likelike Stockholm,Stockholm, Singapore, Singapore, and and Tokyo Tokyo showcase showcase the the successful successful implementation implementation of TODof TOD strategies, strategies, where where the the introduction introduction of of rail rail systems systems has has positively positively influenced influenced standardsstandards ofof urban living. Such Such cities cities are are referred referred to to in the literature as adaptive cities, which have “created a compact, mixed-use, walking-friendly built form that has enabledenabled high-quality, high-capacity public transit services to thrive” [[28].28]. InIn the the city-state city-state of of Singapore, Singapore, for for instance, instance, a national a national Constellation Constellation Plan isPlan guiding is guiding its urban its developmenturban development through through implementing implemen ating sustainable a sustainable transit transit system. system. According According to Cervero, to Cervero, this plan this consistsplan consists of “constellation of “constellation of satellite of satellite ‘planets’, ‘planets’, or new towns,or new that town orbits, that the centralorbit the core, centra interspersedl core, interspersed by protective by greenbeltsprotective andgreenbelts interlaced and by interlaced high-capacity, by hi highgh-capacity, performance high railperformance transit”[9 rail]. Light transit” rail transit[9]. Light (LRT) rail systems transit were(LRT) recently systems developed were recently as part developed of the Constellation as part of the Plan, Constellation with secondary Plan, transportwith secondary facilities transport such as busfacilities and parksuch andas bus ride and (P&R) park networks. and ride (P&R) networks. In the case of Qatar, the Qatar Railways Company—Qatar Rail—initiated thethe construction ofof the Doha Metro project in 2013, consistingconsisting ofof fourfour lines.lines. The Red line connects the coastal regions in the north of Qatar to the south of the country; the connects Education CityCity to Doha’s cultural core, the Golden line consists of a network of historical districts runningrunning east to west, and the future phase ofof thethe Blue Blue line line is anis an internal internal lane lane within within the citythe ofcity Doha of Doha (Figure (Figure1). The 1). Red, The Green, Red, andGreen, Golden and linesGolden depart lines from depart the from central the interchange central interchange station in Msheriebstation in DowntownMsherieb Downtown Doha within Doha the city’swithin most the vibrantcity’s most cultural vibrant core, cultural adjacent core, to Souqadjacent Waqif to Souq and the Waqif Corniche and the waterfront. Corniche waterfront.

Figure 1. Maps of the Doha Metro network (source: Qatar Rail 2011).

The success of the metro systemsystem as anan alternativealternative to vehicularvehicular options in Qatar depends on its design, integration, connection, accessibility, and demand by local residents, which recall the key criteria of TOD (the Ds). In this research paper, wewe argueargue forfor thethe importanceimportance ofof linkinglinking QatarQatar publicpublic transportation systems to urban growth patterns thro throughugh TOD. Specifically, Specifically, in the sensitive case of the Souq Waqif, TODTOD cancan eeffectivelyffectively respondrespond toto thethe (i)(i) sustainablesustainable adaptation of the neighborhood, (ii)(ii) aa reductionreduction ofof automobileautomobile use,use, (iii)(iii) thethe formationformation ofof aa compactcompact district,district, (iv)(iv) thethe enhancementenhancement of pedestrian satisfaction and standards of urban living, and (v) the preservation and consolidation of the cultural heritage of the site.

Sustainability 2020, 12, 7927 5 of 19 pedestrian satisfaction and standards of urban living, and (v) the preservation and consolidation of the Sustainabilitycultural heritage 2020, 12, of x the site. 5 of 19

2.2. Qatar: Qatar: (Why (Why is Is a a TOD TOD Needed Needed in in Qatar? Qatar? How How Can Can We We Distinguish Distinguish a a Qatari Qatari TOD?) TOD?) Urban Urban Growth Growth and and Cultural Heritage In this section ofof thethe literatureliterature review,review, we we attempt attempt to to answer answer the the following following questions: questions: (i) (i) why why is is a atransit-oriented transit-oriented development development needed needed in Qatar?in Qatar? The Th answere answer to this to question this question is linked is linked to urban to growth urban growthand the and rapidity the rapidity of development, of development, which both which require both anrequire alternative an alternative planning planning option. option. The second The questionsecond question is (ii) how is (ii) can how we can distinguish we distinguish a Qatari a TOD?Qatari In TOD? other In words, other words, how can how we can ensure we ensure that a TOD that ain TOD Qatar in would Qatar reflectwould itsreflect socio-cultural its socio-cultural context context and respond and respond to its cultural to its cultural heritage? heritage?

2.2.1. Urban Urban Growth Growth Qatar’s substantialsubstantial urbanurban settlements settlements were were first first recorded recorded and an documentedd documented in the in early the early 1800s–1900s. 1800s– 1900s.Prior toPrior the to discovery the discovery of oil of and oil hydrocarbons, and hydrocarbo vernacularns, vernacular mud mud settlements settlements were were scattered scattered on theon thecoastline coastline of Qatarof Qatar as fishing,as fishing, trading, trading, and and pearling pearling villages villages along along with with a afew few pastoralpastoral villagesvillages in the hinterland. The The national national population population was was less less th thanan 30,000, 30,000, and and Doha, Doha, the the capital capital of of Qatar, had a population of 12,000 inhabitants [[29].29]. In the 1950 1950s,s, the country country began a rapid rapid urban urban revolution revolution caused by the influxinflux ofof the the petrodollar, petrodollar, which which was was accelerated accelerated by theby the increase increase in oil in revenue oil revenue after after 1971. 1971. By 2016, By 2016,the sprawling the sprawling city of city metropolitan of metropolitan Doha Doha consisted consisted of 1.4 of million 1.4 million inhabitants inhabitants [30]. [30]. Presently, since 90% of Qatar’sQatar’s population resides in Doha, the country has taken significantsignificant steps towards towards constructing constructing urban urban infrastructure infrastructure and and expanding expanding its metropolitan its metropolitan urbanized urbanized area [31,32].area [31 Urban,32]. Urban megaprojects megaprojects and large-scale and large-scale neighborhood neighborhood developments, developments, such as such Education as , KataraCity, Katara Cultural Cultural Village, Village, Msheireb Msheireb Downtown Downtown Doha, Doha, and Lusail and Lusail City, City, as well as wellas the as satellite the satellite cities cities and theand 2022 the 2022World World Cup Cupstadiums stadiums (Figure (Figure 2), are2), entirely are entirely reshaping reshaping the urban the urban fringe fringe and fabric and fabric of Doha of [33–35].Doha [33 –35].

Figure 2. TheThe main main megaprojects, megaprojects, satellite satellite cities, cities, and and World World Cup Cup 2022 2022 stadiums stadiums are shown are shown on the on map the ofmap Qatar. of Qatar. The Themegaprojects megaprojects are areconcentrated concentrated alon alongg the the coastline. coastline. The The satellite satellite cities cities are are also constructed onon aa largelarge scalescale and and have have reshaped reshaped the the urban urban fabric fabric of of Qatar Qatar (source: (source: the the authors authors based based on {Qataron {Qatar Ministry Ministry of Municipality of Municipality and and Environment, Environment, MME MME [36]). [36]).

The instant instant urban urban growth growth in in Qatar, Qatar, accompanied accompanied by by an anabsent absent national national planning planning framework, framework, has producedhas produced detrimental detrimental impacts, impacts, such such as asurban urban sprawl, sprawl, traffic traffi ccongestion, congestion, land land value value increase, affordable housing shortages, and localized negative environmental effects [37]. Therefore, to confront these issues in alignment with an adequate “sustainable urbanism/growth” vision, the Government of Qatar has adopted a national policy called the Qatar National Vision 2030 (QNV- 2030) for leading and managing future sustainable development. QNV-2030 is rooted on four pillars:

Sustainability 2020, 12, 7927 6 of 19 affordable housing shortages, and localized negative environmental effects [37]. Therefore, to confront these issues in alignment with an adequate “sustainable urbanism/growth” vision, the Government of Qatar has adopted a national policy called the Qatar National Vision 2030 (QNV-2030) for leading and managing future sustainable development. QNV-2030 is rooted on four pillars: human, social, environmental, and economic development. The human development strategy focuses on citizens’ basic needs, such as healthcare and education. Social development, on the other hand, oversees the establishment of cohesiveness within the entire society. The Ministry of Municipality and Environment (MME) oversees the environment development strategy, and four ministries in cooperation with the Qatar Central Bank have prepared strategies related to economic development. The Qatar National Development Framework (QNDF-2032) stems from QNV-2030 and cumulatively tackles the urban challenges of Qatari cities and urban centers [38,39]. To enhance the standards of urban living, QNDF-2032 foresees the large-scale development of transportation infrastructure in the country, including new road networks and public transit systems, as well as a program of urban regeneration that includes the development of transit villages [40–43]. Furthermore, QNDF-2032 seeks to achieve sustainable urban development with a balance between modernization, urban growth, and the preservation of heritage culture and identity. One of the main purposes of QNDF-2032 is to diversify and implement proper urban mobility by enhancing the urban fabric of nodes and centers along the connections and infrastructure networks of the area [44]. To achieve this goal, Qatar launched the construction of the Doha Metro in 2013. This metro began operation in 2019, three years before the 2022 FIFA World Cup event. The Doha Metro project is one of the main contributors to QNV-2030 in resolving (i) the rising demand of the growing population and (ii) the need to enhance urban mobility and reduce overdependence on private vehicles [3,45].

2.2.2. Cultural Heritage To fit the anticipated TOD planning and design schemes into the socio-cultural context of Qatar, the vision for sustainable urban development raises concerns and challenges related to cultural heritage as an “expression of the ways of living developed by a community and passed on from generation to generation”[46]. Much of the global debate on cultural heritage is concerned with the conservation and sustainable management of heritage sites, where world-class organizations and NGOs play an advocacy role in the process [47,48]. While planning for the sustainable adaptation of communities, planners should also consider contextual issues, challenges, and opportunities, including climatic factors and socio-economic and socio-cultural values. The improvement of public infrastructure, services, and utilities is a principal strategy that requires innovative solutions to maintain the historical–heritage value of historical sites while modernizing the urban fabric, which has been deteriorating. Moreover, transportation policies must be rethought since most cultural heritage sites follow indigenous and spontaneous planning schemes detached from modern transportation systems [49–51]. Thus, it is important to integrate the principles of sustainable urbanism, where reliance on eco-mobility, public transportation, and transit systems is key to ensuring sustainable accessibility within conservative heritage districts. Projecting the broad concept of cultural heritage onto the Middle East region, including Qatar, has triggered an intense debate on the vital cultural assets of Arab heritage, as well as the rapidly evolving socio-economic dynamics of the region [3,32,52]. Therefore, the preservation of cultural heritage extends beyond physical features to include the socio-cultural characteristics of Arab society that are still practiced daily. One of the most effective principles for the conservation of cultural heritage at an urban scale is the involvement of active governance, which ensures that global policies are effectively translated into locally intensive practices supported by a strong legislative body. In this regard, the QNDF-2032 targets the challenge of the decline in the Qatari identity, sense of belonging, and cultural heritage due to globalization, rapid urbanization, and speculation. According to QNDF-2032: Sustainability 2020, 12, 7927 7 of 19

“Throughout Qatar a more sensitive understanding of the built environment and cultural heritage is required. In the QNDF, emphasis is placed on quantitative and qualitative improvements in the design and provision of parks, gardens, walkways and open spaces. The use of best practice principles in new energy efficient building design whilst conserving the nation’s historic and cultural assets is also promoted”.[39]

The discussion of historic heritage preservation in relation to TOD planning sheds light on the challenges of regeneration and preservation. Hence, the planning scheme for the urban regeneration of the Souq Waqif historic heritage site must focus on fostering the relationship between spatial forms and culture as a way of life, while permitting the development of a place-sensitive TOD characterized by adaptability to site-specific requirements. Site-specific requirements of the Souq Waqif TOD include the following: (i) Souq Waqif has a perceived location, identified geographically with reference to Doha’s shoreline and centralized in the heart of the city. (ii) It is located within a culturally vibrant site due to its commercial activity, thus maintaining its basic essence as a marketplace of Doha. (iii) It is accessible and spatially integrated within the city’s fabric, although it lacks pedestrian connectivity, which could be resolved by a well-planned TOD. (iv) Souq Waqif’s historic evolution and urban character relate to its localization and revitalization in recent decades. (v) It is also a valuable cultural heritage site in the regional context due to its historical roots in Islamic architecture. Recently, (vi) this site has become an attractive destination for tourists, a center and a national landmark to locals, and a leisure spot for the whole city. Incorporating such site-specific criteria into the planning scheme of the Souq Waqif TOD is essential to reflect its socio-cultural context and respond to its cultural heritage.

3. The Research Design The objectives of this study are (i) to assess the sustainable adaptive transformative potential of the Souq Waqif transit village as a historical–heritage urban node and (ii) to provide applicable solutions to contribute to the urban quality of life of the district. In addition, this study intends (iii) to propose contextualized adapted urban development as a future model for enhancing the long-term health and sustainability of the settlement. We structured our research into three stages, as outlined below.

3.1. Literature Review The literature review explores the disciplinary context of TOD and related topics to understand the issues, challenges, and opportunities related to the sensitive sustainable adaptation of transit villages in a historical–heritage context [53]. It also provides a brief review of urban growth and development in Qatar as the targeted context of research to assess the potential need for a TOD planning scheme.

3.2. Data Collection and Site Analysis (Graph Theory) Urbanism and urban design are interdisciplinary fields and thus require an interdisciplinary approach in planning and design through the active involvement of end users/city dwellers, stakeholders, and practitioners. The selected case study was initially explored through a collection of oral and visual data [54,55]. We collected oral data by attending seminars, talks, and unstructured interviews with architects and engineers of various governmental bodies and authorities working in the urban planning sector (e.g., the Ministry of Municipality and Environment (MME)). Amongst the most useful sources were the series of seminars delivered by Mr. Mohammed Ali Abdulla, the designer of the Souq Waqif project, as well as the series of seminars conducted for Souq Waqif’s nomination for the Aga Khan Award for Architecture. Such events provide first-hand detailed information on the issues, challenges, and opportunities related to the sensitive sustainable–adaptive planning scheme for the Souq Waqif transit village. The primary references include visual documentation, historical/cartographic maps, architectural drawings, and photographs of the Souq Waqif area. Secondary references were obtained through a Sustainability 2020, 12, 7927 8 of 19 Sustainability 2020, 12, x 8 of 19 surveyreview distributedof theoretical in studies September were 2019 indicated to 80 professionals to be the most from appropriate various governmental for assessing agencies,the performance such as theof the Ministry selected of TOD. Municipality and Environment (MME), Qatar Rail (QR), Qatar Museums Authority (QMA),Subsequently, and Ashghal between Public WorksDecember Authority. 2019 Sixand categories February revealed 2020, focus from thegroup review interviews of theoretical were studiesarranged were with indicated 40 participants to be the from most the appropriate selected governmental for assessing theagencies. performance Participants of the were selected required TOD. to completeSubsequently, an anonymous between questionnaire December 2019 via and email February to highlight 2020, focusthe relative group importance interviews wereof each arranged aspect withof success 40 participants for the fromselected the selectedTOD (as governmental per the pre-identified agencies. Participants categories). were In required addition, to complete40 end anusers/citizens/respondents anonymous questionnaire residing via email in tothe highlight area were the relativeinterviewed importance (semi-structured of each aspect interviews) of success and for theasked selected to discuss TOD and (as perrate the the pre-identified selected indices categories). and whether In addition, further relevant 40 end users indi/catorscitizens must/respondents be listed residingin the questionnaire. in the area were interviewed (semi-structured interviews) and asked to discuss and rate the selectedIn addition, indices and inductive whether and further deductive relevant methods—gained indicators must be through listed in participatory the questionnaire. observations, directIn site addition, observations, inductive field and studies, deductive and methods—gained on-site analysis—were through utilized participatory for the observations,collection of visual direct sitedata observations, (cartographic field maps, studies, aerial and views, on-site and analysis—were photographs). utilizedNamely, for site the analysis collection based of visual on graph data (cartographictheory provides maps, a method aerial views,of assessing and photographs). the transformative Namely, potential site analysis of the basedSouq Waqif on graph TOD theory and providesidentifying a methodthe gaps of to assessing be addressed the transformative in developingpotential a sustainable of the and Souq adapti Waqifve TODplanning and identifyingscheme for the gapssite [53,56]. to be addressed in developing a sustainable and adaptive planning scheme for the site [53,56].

3.3. The Urban Regeneration Planning Scheme for the Souq Waqif Research by design is a commonly applied methodology in urbanism and architecture through two steps: (i) (i) territorial territorial analysis analysis of of the the investigated investigated area area and and (ii) (ii) the the generation generation of ofa vision a vision as asa way a way to toproduce produce concrete concrete ideas ideas of ofthe the investigated investigated area’s area’s metamorphosis metamorphosis through through specific specific design design tools. tools. Particular emphasis emphasis is is given given to to the the interplay interplay between between territorial territorial analysis analysis (network (network analysis analysis based based on ongraph graph theory) theory) and and design design exploration exploration (the (the plan planningning scheme). scheme). The The resulting resulting planning scheme summarizes the framework that enhances the dependency between mapping and design. As As a a result, result, the proposed sustainable–adaptive planning scheme scheme is is based on addressing and filling filling the gaps highlighted through the territorially analyzed designdesign toolstools ofof thethe investigationinvestigation (Figure(Figure3 3).).

THE RESEARCH DESIGN

SCOPE OF INVESTIGATION: URBAN REGENERATION PLANNING SCHEME SOUQ WAQIF-TOD

PLANNING SCHEME THEORETICAL DATA COLLECTION URBAN REGENERATION STUDIES AND ANALYSIS SOUQ WAQIF TOD

SEMINARS DIVERSITY SUSTAINABILITY URBAN REGENERATION SURVEY DENSITY TODS QATAR URBAN GROWTH FOCUS GROUP INTERVIEWS HISTORICAL-HERITAGE TRAVEL DISTANCE PRESERVATION SEMI-STRUCTURED INTERVIEWS CONNECTIVITY

DESIGN AND DESTINATION

BUILT HERITAGE PRESERVATION

URBAN REGENERATION PLANNING SCHEME SOUQ WAQIF-TOD

MIXED-USED URBAN FABRIC PUBLIC REALM AND WALKABILITY BUILT HERITAGE PRESERVATION

Figure 3. The research design (source: the authors).

4. The Case Study Settings: The The Souq Souq Waqif Waqif Historical–Heritage Site of Doha The Souq Waqif (or the local market) is located in the district of Msheireb, near the Museum of Islamic ArtArt andand thethe Corniche Corniche waterfront. waterfront. This This site, site, comprising comprising an an area area of 164,000of 164,000 square square meters, meters, is one is ofone the of topthe touristtop tourist destinations destinations within within Doha Doha and and displays displays Qatari-built Qatari-built heritage heritage culture culture [21] [21] (Figure (Figure4). 4).

Sustainability 2020, 12, 7927 9 of 19 Sustainability 2020, 12, x 9 of 19 Sustainability 2020, 12, x 9 of 19

FigureFigure 4. Map4. Map and and views views of of the the Souq Souq Waqif Waqif in in Doha Doha (source: (the authors). the authors). Figure 4. Map and views of the Souq Waqif in Doha (the authors). TheThe Souq Souq Waqif, Waqif, founded founded a a century century ago ago to to facilitate facilitate the the trade trade of of primarily primarily livestock livestock goods, goods, was was a The Souq Waqif, founded a century ago to facilitate the trade of primarily livestock goods, was alabyrinthine labyrinthine market market near near the the city’s city’s waterfront. waterfront. This This part part of of the the city city was was originally originally on on the the shoreline shoreline of the a labyrinthine market near the city’s waterfront. This part of the city was originally on the shoreline Arabianof the Arabian Gulf untilGulf developersuntil developers began began turning turning the water’sthe water’s edge edge into into more more land land (Figure (Figure5). Souq5). Souq Waqif of the Arabian Gulf until developers began turning the water’s edge into more land (Figure 5). Souq Waqif (which means “standing market” in Arabic) is a reference harking back to its beginnings as a (whichWaqif means(which “standingmeans “standing market” market” in Arabic) in Arabic) is a reference is a reference harking harking back to back its beginnings to its beginnings as a gathering as a gathering place around the riverbed Wadi Msheireb [42,57,58]. placegathering around place the around riverbed the Wadi riverb Msheirebed Wadi [Msheireb42,57,58]. [42,57,58].

Figure 5. Evolution maps from Ministry of Municipality and Environment (MME) (years: 1947–1952– FigureFigure 5. EvolutionEvolution maps maps from Ministry from Ministry of Munici ofpality Municipality and Environment and Environment (MME) (years: (MME) 1947–1952– (years: 1955–2005): location and historical profile of Souq Waqif (source: the authors’ graphical regeneration). 1947–1952–1955–2005):1955–2005): location and location historical and profile historical of Souq profile Waqif of(source: Souq the Waqif authors’ (source: graphical the authors’ regeneration). graphical regeneration). Over the three decades preceding the early 2000s, the market was abandoned as malls and other Over the three decades preceding the early 2000s, the market was abandoned as malls and other shopping options were developed in Doha. In 2006, the Souq Waqif was subjected to both restoration shoppingOver theoptions three were decades developed preceding in Doha. the earlyIn 2006, 2000s, the Souq the market Waqif was subjected abandoned to both as malls restoration and other and reconstruction to preserve its architectural and historical identity [59,60]. Due to the national shoppingand reconstruction options were to preserve developed its inarchitectural Doha. In 2006, and thehistorical Souq Waqifidentity was [59,60]. subjected Due toto both the national restoration commercial, touristic, and cultural heritage significance of the site, the metro station located within andcommercial, reconstruction touristic, to and preserve cultural its heritage architectural significance and historical of the site, identity the metro [59,60 station]. Due located to the within national Doha’s cultural core, bordering the Souq Waqif area, is expected to be one of the busiest nodes with commercial,Doha’s cultural touristic, core, bordering and cultural the Souq heritage Waqif significance area, is expected of the site,to be the one metro of the station busiest located nodes with within the highest ridership of the entire metro network [61]. Therefore, in this context, it is argued that a Doha’sthe highest cultural ridership core, borderingof the entire the metro Souq network Waqif area, [61]. is Therefore, expected in to this be one context, of the it busiestis argued nodes that witha contextualized TOD is a key model for the sustainable adaptation of the Souq Waqif transit village, thecontextualized highest ridership TOD is of a thekey entire model metro for the network sustainable [61]. adaptation Therefore, of in the this Souq context, Waqif it transit is argued village, that a and as such a TOD would revive the spirit and life of the urban fabric, which, in turn, would affect and as such a TOD would revive the spirit and life of the urban fabric, which, in turn, would affect citycontextualized dwellers’ standards TOD is aof key urban model living for and the the sustainable overall health adaptation and sustainability of the Souq of Waqifthe community. transit village, andcity as dwellers’ such a TOD standards would of revive urbanthe living spirit and and the life overall of the health urban and fabric, sustainability which, in turn,of thewould community. affect city 4.1.dwellers’ Site Analysis standards and Findings of urban living and the overall health and sustainability of the community. 4.1. Site Analysis and Findings The proposed strategy for the urban regeneration of the Souq Waqif TOD is centered on the 4.1. SiteThe Analysis proposed and strategy Findings for the urban regeneration of the Souq Waqif TOD is centered on the dependency between (i) mapping (on-site analysis based on graph theory) and (ii) an urban design dependency between (i) mapping (on-site analysis based on graph theory) and (ii) an urban design proposalThe (i.e., proposed a master strategy plan). forTherefore, the urban the regenerationproposed framework of the Souq focuses Waqif on TODaddressing is centered the gaps on the proposal (i.e., a master plan). Therefore, the proposed framework focuses on addressing the gaps highlighteddependency through between the (i) territorial mapping analysis, (on-site analysiswhich assesses based on the graph performance theory) andof the (ii) selected an urban TOD design highlighted through the territorial analysis, which assesses the performance of the selected TOD proposalbased on the (i.e., six a indicators master plan). discussed Therefore, already: the dive proposedrsity, density, framework travel distance, focuses onconnectivity, addressing design the gaps based on the six indicators discussed already: diversity, density, travel distance, connectivity, design andhighlighted destination, through built theheritage, territorial and analysis,preservation. which assesses the performance of the selected TOD based onand the destination, six indicators built discussed heritage, and already: preservation. diversity, density, travel distance, connectivity, design and 4.1.1.destination, Diversity built heritage, and preservation. 4.1.1. Diversity The Souq Waqif metro station is located within a site consisting of low- and medium-density The Souq Waqif metro station is located within a site consisting of low- and medium-density souqs, commercial offices, residential, religious, hotel and public institutions, bank headquarters, souqs, commercial offices, residential, religious, hotel and public institutions, bank headquarters,

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4.1.1. Diversity SustainabilityThe Souq 2020, 12 Waqif, x metro station is located within a site consisting of low- and medium-density10 of 19 souqs, commercial offices, residential, religious, hotel and public institutions, bank headquarters, mixed-use developments, and significant heritage projects (e.g., the Msheireb project). The metro mixed-use developments, and significant heritage projects (e.g., the Msheireb project). The metro station, located nearby Doha’s iconic crescent Corniche, connects the three main distinctive districts station, located nearby Doha’s iconic crescent Corniche, connects the three main distinctive districts of of the city: (1) the modern northern business district of Wet Bay (or the skyline of Doha), which the city: (1) the modern northern business district of Wet Bay (or the skyline of Doha), which contains contains several stunning high-rise buildings; (2) Al Bidda Park (currently under re-development), several stunning high-rise buildings; (2) Al Bidda Park (currently under re-development), located in located in the middle of the Corniche; and (3) the southern area, which includes mid- and low-rise the middle of the Corniche; and (3) the southern area, which includes mid- and low-rise developments developments and is also identified as the historical and cultural site of Doha. Overall, the mixed-use and is also identified as the historical and cultural site of Doha. Overall, the mixed-use area utilized area utilized for residential, cultural, and touristic purposes is characterized by commercial edges for residential, cultural, and touristic purposes is characterized by commercial edges surrounding the surrounding the zones with residential, touristic, open space, and recreational land uses. zones with residential, touristic, open space, and recreational land uses. As anticipated, the TOD envisions the integration of a mix of land uses, including residential, As anticipated, the TOD envisions the integration of a mix of land uses, including residential, civic, civic, and commercial uses, as a strategy for providing services to shape a vibrant community. While and commercial uses, as a strategy for providing services to shape a vibrant community. While an an open green area located on the northern boundary of the Souq is directly connected to the Souq open green area located on the northern boundary of the Souq is directly connected to the Souq and its and its underground parking facility, the land use map suggests a lack of green pocket areas or nodes underground parking facility, the land use map suggests a lack of green pocket areas or nodes within within the neighborhood. The nodes, as small green spaces or outdoor neighborhood hubs where the neighborhood. The nodes, as small green spaces or outdoor neighborhood hubs where people people and nature meet for recreation, rest, and community events, should be meaningfully and and nature meet for recreation, rest, and community events, should be meaningfully and seamlessly seamlessly connected to one another by green corridors as green linear lanes providing shade and connected to one another by green corridors as green linear lanes providing shade and cooling, as well cooling, as well as accommodating safe, comfortable movement through the urban fabric. as accommodating safe, comfortable movement through the urban fabric. Currently, the site is characterized by a vibrant and active pedestrian environment, efficiently Currently, the site is characterized by a vibrant and active pedestrian environment, distributed and connected to the new Msheireb project. Moreover, the strategic location between the efficiently distributed and connected to the new Msheireb project. Moreover, the strategic location two metro stations provides the opportunity to concurrently develop and preserve the community’s between the two metro stations provides the opportunity to concurrently develop and preserve the distinctive urban fabric. Increasing pedestrian accessibility to the surrounding district site would community’s distinctive urban fabric. Increasing pedestrian accessibility to the surrounding district contribute to developing underused areas and enhance livability through the reuse of ineffective site would contribute to developing underused areas and enhance livability through the reuse of buildings (Figure 6). ineffective buildings (Figure6).

(a) (b)

Figure 6. Land use: ( (aa)) existing; existing; ( (bb)) proposal proposal (source: (source: the the authors). authors).

4.1.2. Density Medium- and low-density levels dominate the area, with 4:1 to 1:1 (vacant) ratios. High-density ratios are found within high-rise buildings on Grand Hamad Avenue, bordering the metro station to the south. As per the 2015 Ministry of Development Planning and Statistics (MDPS) census, this area has a low population concentration compared to the surrounding zones. Additionally, it is relatively high in its establishment distribution, with more than 75% used land.

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4.1.2. Density Medium- and low-density levels dominate the area, with 4:1 to 1:1 (vacant) ratios. High-density ratios Sustainability 2020, 12, x 11 of 19 are found within high-rise buildings on Grand Hamad Avenue, bordering the metro station to the south. As per the 2015 Ministry of Development Planning and Statistics (MDPS) census, this area has a low Thepopulation proposed concentration planning scheme compared aims to the to surroundingintegrate hi zones.gh-density Additionally, land such it is relatively as residential high in itsbuildings, single-familyestablishment detached distribution, and attached with more units, than and 75% mi usedxed-use land. commercial units with flats or studios to ensure a constantThe proposed pedestrian planning flow scheme to aimsand to from integrate the high-density transit access land suchwithin as residential a comfortable buildings, walking distance.single-family This approach detached would and attachedhelp reduce units, andthe mixed-usecurrent high commercial level unitsof dependency with flats or studioson automobiles to (currentlyensure the main a constant means pedestrian of transportation flow to and from to/from the transit and access within within the a comfortablesite), which walking is also distance. supported by This approach would help reduce the current high level of dependency on automobiles (currently the the existencemain meansof a large of transportation new underground to/from and parking within the facility. site), which The is alsonew supported metro station’s by the existence presence of could reverse thisa large trend new through underground a surrounding parking facility. built The newenvironment metro station’s supporting presence couldhigh-density reverse this development, trend integratedthrough with aa surroundingmixed land built use environment that is fully supporting accessible high-density by public development,systems (Figure integrated 7). with a mixed land use that is fully accessible by public systems (Figure7).

(a) (b)

FigureFigure 7. Density: 7. Density: (a) (existing;a) existing; ( (bb)) proposal (source: (source: the the authors). authors). 4.1.3. Travel Distance 4.1.3. Travel Distance Considering the infill of unused and unbuilt areas, the area should be planned to reduce travel Consideringdistance, which the infill would of encourageunused and the unbuilt use of the areas, metro the station, area asshould well as be walking planned and to cycling. reduce travel distance,Furthermore, which would distance encourage has critical the implications use of forthe the me viabilitytro station, of multimodal as well public as transportwalking systems. and cycling. The choice of these different modes of transportation is influenced by various factors, such as land Furthermore, distance has critical implications for the viability of multimodal public transport use, cultural, habitual, and practically reasoned components. These factors capture the complexity systems.of The transport choice choices of these and differ indicateent that modes accessibility of transportation alone is not the is determinantinfluenced forby thevarious use of thesefactors, such as land transituse, cultural, systems. Therefore,habitual, interviews and practicall with householdsy reasoned and citycomponents. dwellers within These and aroundfactors the capture site the complexitywould of transport allow us to betterchoices understand and indicate how people that useaccessibility walking and alone cycling is asnot their the main determinant transportation for the use of these transitmodes, wheresystems. available Therefore, (Figure8 interviews). with households and city dwellers within and around the site would allow us to better understand how people use walking and cycling as their main transportation modes, where available (Figure 8).

Sustainability 2020, 12, 7927 12 of 19 Sustainability 2020, 12, x 12 of 19

(a) (b)

Figure 8. Travel distance: ( a) existing; ( b) proposal (source: the the authors). authors).

4.1.4. Connectivity: Connectivity: Transport Transport Systems and Public Spaces Doha isis an an automobile-dependent automobile-dependent city, city, as most as ofmost its urbanof its areas urban sit withinareas sit large within blocks large surrounded blocks surroundedby multi-lane by highways multi-lane with highways grade separationswith grade thatseparations restrain that pedestrian restrain and pedestrian cycling accessibility.and cycling Theaccessibility. Souq Waqif The neighborhood Souq Waqif neighborhood is surrounded is by surrounded main streets by that main are streets poorly that designed are poorly for pedestrian designed foruse, pedestrian with large use, sidewalks with large dedicated sidewalks to cardedicated parking. to Consideringcar parking. Considering these settings, these three settings, systems three are proposedsystems are to proposed enhance connectivity: to enhance connectivity: street networks, street reducing networks, the reducing use of automobiles the use of byautomobiles encouraging by walkingencouraging and cycling,walking andand thecycling, integration and the of in multimodaltegration of transit multimodal systems. transit systems. In promoting promoting a less a less car-dominant car-dominant lifestyle, lifestyle, the focus the is on focus walkability is on walkabilityand cycling. These and cycling. simple Thesemodes simpleof transportation modes of can transportation reduce reliance can on reduce private reliance cars for on short-distance private cars fortrips. short-distance However, several trips. respondentsHowever, several considered respondents cycling to considered be an inappropriate cycling to beapproach an inappropriate due to climatic approach and cultural due to barriers, climatic arguingand cultural that barriers,humidity arguingand heat that might humidity prevent and people heat mightfrom using prevent bicycles people as fromcommon using modes bicycles of transportation.as common modes In addition, of transportation. the style of dress In addition, for local themales style and of females dress for is considered local males unsuitable and females for cycling.is considered The overall unsuitable conservative for cycling. culture The overallof Qataris conservative likewise creates culture a ofbarrier Qataris to likewisecycling. createsAnother a limitationbarrier to cycling.to cycling Another is Qatar’s limitation current to urban cycling structure, is Qatar’s which current is based urban on structure, highway which systems. is based An 800 on mhighway trip from systems. Souq Waqif An 800 to m the trip neighboring from Souq Waqif park of to theAl Bidda neighboring takes 15 park min of by Al car, Bidda with takes two 15 changes min by incar, each with direction two changes and inrequires each direction one to pass and requiresthrough onethree to traffic pass through signals threewhen tra thereffic signalsis no traffic. when However,there is no the tra ffisamec. However, trip can thebe taken same through trip can beone taken line-of-sight through pathway one line-of-sight using a pathwaybicycle in using under a sevenbicycle minutes. in under Therefore, seven minutes. the bicycle Therefore, infrastructure the bicycle should infrastructure be integrated. should beThe integrated. climate is Therestrictive, climate butis restrictive, cycling butremains cycling suitable remains during suitable the during half theof halfthe ofyear the yearwhen when Qatar’s Qatar’s weather weather is ispleasant. pleasant. Appropriate infrastructure, infrastructure, such such as as special special pathways pathways alongside alongside streets streets or or bicycle bicycle racks racks and different different amenities should be developed. Other public transport facilities include bus stations that are accessible within the 400 m radius from the metro station location. However, However, these bus stops are not not accompanied accompanied by shaded shaded pedestrian pedestrian infrastructure. Therefore,Therefore, pedestrian pedestrian infrastructure infrastructu andre and bicycle bicycle lanes lanes should should be integrated be integrated with existing with existingtransit systems, transit systems, which, inwhich, turn, in should turn, connectshould connect to major to metro major lines. metro Intermediate lines. Intermediate public spacespublic spacessupporting supporting walkability walkability and climatically and climatically adequate adequa (shaded)te (shaded) pedestrian pedestrian connections, connections, in additionin addition to tocreating creating nodes nodes for gathering for gathering and mixed-use and mixed-us commerciale commercial facilities in facilities between high-risein between headquarters, high-rise headquarters,must be planned, must as be well planned, as pedestrian- as well as and pedestrian- cyclist-friendly and cyclist-friendly networks. networks. Although thethe Souq Souq Waqif Waqif neighborhood neighborhood is highly is highly walkable walkable and off ersand diverse offers and diverse active and movement, active movement,the level of the level area’s of walkability the area’s walkability in relation in to relation its edges to and its edges surroundings and surroundings is poor. Most, is poor. if not Most, all, ifthe not surrounding all, the surrounding streets have streets no decent have no sidewalks. decent sidewalks. In this regard, In this pedestrian regard, pedestrian connectivity connectivity has been providedhas been provided in three directions: in three directions: (i) to the north, (i) to leading the north, to public leading governmental to public governmental agencies and agencies the Corniche; and the Corniche; (ii) to the west, through the gold market and Souq Waqif; and (iii) to the south, with

Sustainability 2020, 12, 7927 13 of 19

Sustainability 2020, 12, x 13 of 19 (ii) to the west, through the gold market and Souq Waqif; and (iii) to the south, with access to commercial offices and business centers (in addition to Al Najada Souq and the future developments of its residential access to commercial offices and business centers (in addition to Al Najada Souq and the future quarter). Thus, each direction is treated as an integrated zone with design strategies that align with the developments of its residential quarter). Thus, each direction is treated as an integrated zone with destination and user expectation. For instance, (i) the northern zone is expected to include outdoor design strategies that align with the destination and user expectation. For instance, (i) the northern climatic moderations that capture the sea breeze effectively to improve pedestrian experience and the zone is expected to include outdoor climatic moderations that capture the sea breeze effectively to overall microclimate; (ii) the western zone is an extension of the Souq Waqif, which will offer gradual improve pedestrian experience and the overall microclimate; (ii) the western zone is an extension of commercial activities such as open cafes and small culturally themed showrooms, thereby preparing the Souq Waqif, which will offer gradual commercial activities such as open cafes and small culturally the public for the atmosphere of the Souq Waqif; and (iii) the southern zone includes pedestrian themed showrooms, thereby preparing the public for the atmosphere of the Souq Waqif; and (iii) the connections that focus on improving accessibility and timesaving approaches to commercial offices southern zone includes pedestrian connections that focus on improving accessibility and timesaving and HQs through high-tech pedestrian bridges and skywalks. approaches to commercial offices and HQs through high-tech pedestrian bridges and skywalks. There is a need to propose a planning approach for encouraging pedestrian and cyclist connectivity There is a need to propose a planning approach for encouraging pedestrian and cyclist around the metro station. The encouragement of walkability as a healthy pattern of pedestrian mobility connectivity around the metro station. The encouragement of walkability as a healthy pattern of within the district and a primary mode of travel should be pursued through the adoption of climatic pedestrian mobility within the district and a primary mode of travel should be pursued through the moderation strategies, which are essential in this context to maintain outdoor thermal comfort due to adoption of climatic moderation strategies, which are essential in this context to maintain outdoor the overall harsh climatic conditions of the hot–arid Doha. Given the existing orientation of the Souq thermal comfort due to the overall harsh climatic conditions of the hot–arid Doha. Given the existing Waqif TOD, comfortable pedestrian climates could be achieved through the integration of localized orientation of the Souq Waqif TOD, comfortable pedestrian climates could be achieved through the land–sea interactions and the cooling effect of prevailing winds, as well as the sea breeze. In addition, integration of localized land–sea interactions and the cooling effect of prevailing winds, as well as considering building heights, in streets and corridors where high- to medium-rise buildings exist, shade the sea breeze. In addition, considering building heights, in streets and corridors where high- to and wind flow are supported by the built environment. Mutual shading between towers provides medium-rise buildings exist, shade and wind flow are supported by the built environment. Mutual countless possibilities to encourage walkability in well-shaded surroundings, taking advantage of the shading between towers provides countless possibilities to encourage walkability in well-shaded sea breeze and north winds (Figure9). surroundings, taking advantage of the sea breeze and north winds (Figure 9).

(a) (b)

Figure 9. Connectivity: ( (aa)) existing; existing; ( (bb)) proposal proposal (source: (source: the the authors). authors).

4.2. Design Design and and Destination Destination Accessibility Accessibility The design aspectaspect relatesrelates to to an an e ffiefficient,cient, well-designed well-designed built built environment. environment. It emphasizes It emphasizes safe safe and andsmooth smooth accessibility accessibility to transit to transit stations, stations, with the with presence the presence of amenities, of amenities, such as benches,such as benches, street furniture, street furniture,trees, and trees, landscaping and landscaping along the along way. the This way. leads This to leads greater to greater mobility mobility by allowing by allowing people people to move to movearound around the city the more city swiftly more and swiftly is thus and considered is thus anconsidered effort for achievingan effort destination for achieving accessibility destination [62]. accessibilityMany of these [62]. amenities Many of are these found amenities within are the found Souq, within such as the benches, Souq, such fountains, as benches, and street fountains, furniture. and streetHowever, furniture. shading However, elements, shading signage elements, systems, sign andage free-gathering systems, and green free-gathering spaces are absent. green spaces are absent.Moreover, 25% of the Souq area consists of open, empty areas at the edges, with no shelter or use besidesMoreover, their 25% functions of the Souq as transitional area consists spaces. of open, The Souqempty also areas lacks at the a clear edges, bicycle with infrastructure no shelter or usewithin besides its boundaries their functions and surroundings.as transitional Althoughspaces. The connections Souq also withinlacks a theclear Souq bicycle itself infrastructure have proven within its boundaries and surroundings. Although connections within the Souq itself have proven

Sustainability 2020, 12, x 14 of 19 efficient, the area lacks easy and safe pedestrian and bicycle connections to its surroundings, as the main prioritySustainability for transportation2020, 12, 7927 remains automobiles. 14 of 19 Therefore, the two main aspects of enhancements needed are street, open space, and station enhancements.efficient, While the areastreets lacks could easy and be safe improved pedestrian andby incorporating bicycle connections efficient to its surroundings, signage assystems; the bicycle main priority for transportation remains automobiles. lanes; safe, convenient, and comfortable environments for pedestrians and cyclists; curb bump-outs Therefore, the two main aspects of enhancements needed are street, open space, and bright crosswalks;and station enhancements. and integrated While multimodal streets could be connectivity, improved by incorporating open spaces effi cientand signagestations could be improved bysystems; inserting bicycle plazas lanes; safe,and convenient, open spaces and comfortable (placemaking environments to enhance for pedestrians the multimodal and cyclists; circulation network), bikecurb bump-outsstations, and and bright local crosswalks; art installations and integrated multimodaland engaging connectivity, in openplaza spaces and and open space stations could be improved by inserting plazas and open spaces (placemaking to enhance the improvements,multimodal thereby circulation providing network), an bike improved stations, and localuser art experience installations andthat engaging is safe, in plaza convenient, and and comfortableopen (Figure space 10). improvements, thereby providing an improved user experience that is safe, convenient, and comfortable (Figure 10).

(a) (b)

Figure 10. DesignFigure 10. andDesign destination and destination accessibility: accessibility: (aa)) existing; existing; (b) proposal(b) proposal (source: (source: the authors). the authors). 4.3. Built Heritage Preservation 4.3. Built Heritage Preservation The challenge in the preservation of built heritage extends beyond the physical design The challengeof amenities in andthe includespreservation the socio-cultural of built enhancementheritage extends of public beyond life in the the district physical [63]. design of Thus, the sustainable–adaptive planning scheme for the Souq Waqif is strongly related to the approach amenities andof anti-global includes urbanism, the socio-cu whichltural supports enhancement the socio-cultural of sustainability public life of in the the public district realm [63]. and Thus, the sustainable–adaptiveenriches the cultural planning heritage scheme of distinctive for the sites, Souq thereby Wa avoidingqif is strongly the enforcement related of imported to the approach lifeless of anti- global urbanism,architectural which forms, supports embracing the the socio-cultural integration of a builtsustainability form embedding of the the meaningpublic ofrealm a place, and enriches and emphasizing tangible and non-tangible sources of identity for individuals and communities. the cultural heritageThe Qatari of city distinctive dwellers’ way sites, of life, alongther witheby theavoiding area’s richness the and enforcement cultural meanings, of isimported locally lifeless architecturalembedded forms, embracing within the urban the fabric integration of the Souq of Waqif, a built even form though embedding the site has beenthe meaning revitalized andof a place, and emphasizingrenewed tangible in its and construction non-tangible and building sources techniques. of identity Indeed, for the principlesindividuals of the and neighborhood communities. are “the culture, traditions and values of a unified society and The Qatarimaintained city indwellers’ the Souq Waqifway andof encompasslife, along with the area’s richness and cultural meanings, is through their design express concepts such as extended families, kinship ties, societal activism, local economy, locally embeddedcollective within identity andthe a urban high degree fabric of environmental of the Souq awareness” Waqif, [even64]. Such though principles the site must has be highly been revitalized and renewedintegrated in its construction as a continuity ofand style building in the sustainable–adaptive techniques. Indeed, planning the scheme principles for the Souqof the Waqif neighborhood are maintained(Figure in 11 the). Souq Waqif and encompass “the culture, traditions and values of a unified society and through their design express concepts such as extended families, kinship ties, societal activism, local economy, collective identity and a high degree of environmental awareness” [64]. Such principles must be highly integrated as a continuity of style in the sustainable–adaptive planning scheme for the Souq Waqif (Figure 11).

Sustainability 2020, 12, 7927 15 of 19 Sustainability 2020, 12, x 15 of 19

(a) (b)

Figure 11. Heritage preservation: ( a)) existing; existing; ( (b) proposal (source: the the authors). authors).

5. Conclusions Conclusions The revenue from oil and gas exports has transformed Doha from a fishing fishing village into a regional economic hub. hub. However, However, the the past past decade decade of ofrapid rapid economic economic and and urban urban growth growth has hasdecreased decreased the standardsthe standards of urban of urban living. living. The city The has citybeen has transformed been transformed into a car-dominant, into a car-dominant, multi-lane superblock multi-lane environmentsuperblock environment lacking sustainable lacking sustainable modes of modes tran ofsportation, transportation, such suchas aswalking walking and and cycling. cycling. Consequently, under under QNV-2030, QNV-2030, the the State State of of Qatar launched the construction of Doha Metro along with the urban regeneration of urban villages locate locatedd around the stations as a a comprehensive comprehensive strategy strategy to pursue sustainable urban growth and urbanism. This study aimed to explore the impact of th thee planned metro stations in the Souq Waqif neighborhood as efficient efficient transit-oriented developmentsdevelopments (TODs). The Souq lies within within approximately approximately 800 m of the the station, station, with with clear clear connections connections and porosity: Its Its streets streets are are permeable, permeable, walkable, and well connected, withwith mixedmixed landland uses uses and and active active ground ground floors. floors. On On the the other other hand, hand, the the Souq’s Souq’s edges edges are notare wellnot well connected connected to the to surroundings the surroundings and lack and pedestrian lack pedestrian or cyclist or accessibility,cyclist accessibility, as streets as are streets designed are designedto be dominated to be dominated by automobiles. by automobiles. As a a result, result, the the integration integration of the of therecreational recreational spaces spaces of parks, of parks, children’s children’s playgrounds, playgrounds, public publicseating, seating, and plazas, and plazas, particularly particularly to the towest the of west the of Souq, the Souq, would would help helpenhance enhance the livability the livability of the of neighborhood.the neighborhood. The The close close location location of the of the Souq Souq to toth thee Al-Corniche Al-Corniche water water promenade promenade is is also also of of crucial relevance: the the size size of of the surrounding streets streets shou shouldld be decreased to promote the connection of the heritage sitesite with with the the water water promenade promenade and, asand, a result, as a toresult, enhance to theenhance social, cultural,the social, and cultural, architectural and architecturalsense of the heritage sense of site.the heritage site. While parts ofof thisthis paperpaper maymay appearappear to to be be a a critique critique of of existing existing policies policies or or plans plans or or an an attempt attempt to provideto provide a set a set of recommendationsof recommendations to alter to alter and and improve improve these these plans, plans, it is importantit is important to note to thatnote there that thereare currently are currently no on-going on-going policies policies or or plans plans related related to to TODs TODs in in Qatar, Qatar, other other thanthan thethe briefbrief conceptual mention ofof transit-orientedtransit-oriented development development in in QNDF-2032. QNDF-2032. TOD TOD is ais very a very recent recent theoretical theoretical approach approach that wethat aim weto aim promote to promote in Qatar in to Qatar establish to establish planned schemesplanned forschemes further for implementation further implementation and adoption and by adoptionresponsible by stakeholders. responsible Anstakeholders. urban regeneration An urban planning regeneration TOD schemeplanning is urgentlyTOD scheme required is urgently in Qatar, requiredspecifically in forQatar, heritage specifically sites, as for discussed heritage throughoutsites, as discussed the paper. throughout the paper.

6. Discussion Discussion The assessment assessment of of the the Souq Souq Waqif Waqif neighborhood neighborhood through through the thekey keycriteria criteria of TODs of TODs allowed allowed us to defineus to define recommendations recommendations for elements for elements that were that fo wereund foundto be missing to be missing in the inSouq the Waqif Souq Waqifbut could but contribute to the main principles of TOD, including pedestrian and bicycle infrastructure, traffic-

Sustainability 2020, 12, 7927 16 of 19 could contribute to the main principles of TOD, including pedestrian and bicycle infrastructure, traffic-calming techniques, more public seating, more shading elements, clearer signage, and free green pockets for gatherings. In addition, the findings reveal that the city should consider changing its citizens’ preferences for low-density housing in the districts around Souq Waqif. Enforcing dense neighborhoods with increased residential densities will also aid in decreasing the distance traveled from the metro station to the surroundings. However, enforcing high-density developments among citizens that prefer low-density neighborhoods due to cultural norms challenges the dimension of sustainability; people should be satisfied and feel attached to their living environments. To mitigate such oppositions, experts and politicians should educate the public about TODs through open avenues. To completely understand the opportunities of transparent planning approaches for Qatar’s neighborhoods through TODs, future research should explore the means of engaging the public in urban planning.

Author Contributions: The authors contributed to this research study as follows: Conceptualization, R.F.; methodology, R.F.; software, R.F., A.A.-M.; validation, R.F., A.A.-M.; formal analysis, R.F., A.A.-M.; investigation, R.F., A.A.-M.; resources, R.F., A.A.-M.; data curation, R.F., A.A.-M.; writing—original draft R.F.; preparation; R.F., A.A.-M.; writing—review and editing, R.F., A.A.-M.; visualization, A.A.-M., R.F., supervision, R.F.; project administration, R.F., A.A.-M.; funding acquisition, R.F. All authors have read and agreed to the published version of the manuscript. Funding: This research study was developed under two grant schemes awarded by (Grant ID: QUCG-CENG-1920-4) (Grant ID: QUST-2-CENG-2020-14). English editing, proofreading and Open access (OA) publication fees of this paper were supported by Qatar University (Grant ID: QUCG-CENG-1920-4) (Grant ID: QUST-2-CENG-2020-14). Acknowledgments: The authors would like to acknowledge the support of Qatar University for creating an environment that encourages academic research and unlocks the creative potential of budding researchers and for funding for the open access (OA) publication of this article. Also, the authors would like to acknowledge the support of Eng. Labeeb Ali for assisting Raffaello Furlan in the preparation of the visual material. This paper was subject to a Double-Blind Peer Review process. Once accepted for publication, the journal ‘Sustainability’ offered the authors the choice to publish this article on open access (OA), fully supported by the Qatar University. Finally, the authors thank the anonymous reviewers for their comments, which contributed to an improvement of this paper. Conflicts of Interest: The authors declare no conflict of interest.

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