Refurbishment Model for Qatari Neighborhoods

Present a model that remedies root causes of sustainability and livability issues as they are not tackled in Qatar’s current urban development plans with relation to the most basic unit of urbanism: the neighborhood. The developed model presents modifications to Al-Markhiya in short-, medium-, and long-term implementation phases that include typical characteristics applicable to any Doha neighborhood so that they could be easily adopted by municipalities as well as local communities. Developed model received favorable feedback when presented to a group of environmental and urban planning experts at the frontlines of developing and updating Qatar National Master Plan and details of urban planning regulations to poll their views on its applicability for greater. This study is expected to influence decision makers in Qatar to pay the required attention to the enhancement of neighborhood sustainability and livability. This model may be the stepping stone to future strategies and plans of refurbishment as the next national goal post the World Cup to be hosted in 2022.


Introduction
Doha is the capital of the State of Qatar and where 80% of the country's around 2.7 million population reside . Doha is a fragmented and multi-centric metropolis. Qatar's oil and gas industry has propelled a rapid economic growth over the past two decades since 1995 in conjunction with an explosive population growth rendering unrestrained urban sprawl of Doha into the surrounding municipalities of Al-Rayyan and Al-Daayen. Consequently, metropolitan issues have manifested in Doha, such as proliferation of city centers and traffic congestion, compromising overall city sustainability, livability and walkability. these early theories, contemporary models and practices have emerged, such as Transit Oriented Development (TOD) and Traditional Neighborhood Development (TND), and the work of contemporary urban planners such as Jen Gehl, whose work heavily influenced QNDF 2032 . Despite the simple discrepancies among the aforementioned theories, for example regarding the provision of commercial services, there is a consensus on walking as the primary factor that shapes neighborhood urban form and determines the extent of sustainability and livability. In addition to the obvious environmental and economic benefits of walking to the built environment, enhanced walkability in a neighborhood strengthens the sense of local or communal identity and promotes social integration. QNDF 2032 particularly delves into such urban planning theories which tackle low to medium density neighborhoods, as it is the case in Doha, confirming MME future direction will remain in support of low-density, nonetheless, QNDF 2032 circumvents planning details of neighborhoods. Additional concepts on the advent of technologies that are reshaping cities are mainly inspired by the smart city concept. There are many views of what and how to develop a smart city (MOTC, 2010). QNDF 2032 espouses the perception that focuses on technology implementation in infrastructures.
As all national development projects were strategized and commissioned by higher authorities in the Qatari governmental body, local/neighborhood sustainability and livability may also be approached in a similar manner. A top-down refurbishment-not a new development-strategy that mitigate sustainability and livability problems in existing neighborhoods is very much needed. Such strategy will be inspired by-rather than replace-current efforts of urban planning, i.e., QNMP .
The question is no longer whether Doha can be made sustainable and livable by refurbishing its existing neighborhoods, but rather how the refurbishment process should be approached and accomplished. This study aims to supplement the principles promoted by the Spatial Strategy of QNDF 2032-economic prosperity, livability, conservation of the natural environment, sustainability of the built environment, accessibility and efficiency of utility infrastructure-so that they can be applied to the neighborhood level. In other words, this paper attempts to translate QNDF 2032 into granular level to enhance urban sustainability and livability.
In light of the recited in this section on the urbanization history of Qatar, previous attempt to remedy sustainability and livability problems of Doha and prominent neighborhood planning theories, this study proposes a model of three phases. The model considers implementation strategies that shall be enacted by municipalities and/or local government bodies in Qatar, in addition to inducements to communities to adopt proposed modifications.

Site Selection
To develop and validate a refurbishment model, an existing neighborhood site was to be selected.
Firstly, allowing for a moderate margin of approximately 30% undeveloped land, neighborhoods of northern Doha meet this standard. Primary information and satellite image assessment of the primarily   Public transportation in Qatar is as recent as 200 4when Qatari government established "Mowasalat".
The system of public buses operates in Doha and serves only selected areas and neighborhoods.
Thousands of buses operated by Mowasalat (The Ministry of Interior Affairs, 2015), arguably, has not changed transportation culture of Qatar. The buses, nonetheless, have marginally supported the lowincome class of workers/laborer in Doha (Salama & Wiedmann, 2013). In 2011, Qatar Railways Development Company was established to develop high-speed (mostly) underground metro to serve Doha as well as above-ground railways to connect urban settlements scattered across the country. The railroads are developed in two stages. Phase 1; Error! Reference source not found., nearing completion and Phase 2 is planned to commence soon. In an early tender proposal for Phase 2 of the Doha Metro, containing names of metro stations, Al-Markhiya is not among the areas that will have

Figure 9. Extent of Walking and Transport Modes in Al-Markhiya
The sustainability and livability issues of Doha, at large, are those of its individual neighborhoods; Al-Markhiya, most critically, has no public parks/spaces. Further magnifying the walkability issue within the neighborhood, the neighborhood is not pedestrian-friendly as it has no infrastructure provisions of walking and/or cycling along the car roads. Metro locations on the fringes of the neighborhood will necessitate more than 1 km traveling distance, Error! Reference source not found., from the neighborhood center which is double the typical walking distance of 500 m which takes approximately

Figure 10. Potential Metro Stations to Serve Al-Markhiya
The "urban nature", manifesting in green public spaces surrounding places where people live and work, is overlooked in urban planning around the world and especially in Qatar. In addition to physical health effects, it has been proven that green urban spaces introduce many psychological and social wellbeing benefits to communities (Chiesura, 2004). Introduction of green public spaces into neighborhoods is of utmost vitality to sustainability and livability.
In summary, the sustainability and livability issues of Al-Markhiya are notably:  The local sense of identity and community is tenuous, as the neighborhood is completely cardependent and has no public spaces where residents, especially families and children, can meet and socialize or group activity can take place. Further attenuating the sense of community, most of new residential developments currently taking place in Al-Markhiya are exclusive gated-communities (compounds).  Though sufficiently available, majority of educational, healthcare, recreational commercial and retail amenities and services are located on outer edges of the neighborhood. The Site is strictly residential and/or vacant in the middle.  With no dedicated central public space, the size of Al-Markhiya exceeds the average neighborhood size, such as the size proposed by the Neighborhood Unit Movement (Perry, 1929), which challenges walkability. As it is the case for all other non-residential facilities in the neighborhood, proposed locations for the metro station are on the site edge, further hindering walkability.
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Model Development
After identification of the design gaps in the selected neighborhood, enhancement objectives are set.  (Jenks, Burton, & Williams, 1996;Goodman, 2005;Carlton, 2009;Lawhon, 2009;Duany, Speck, & Lydon, 2010;Lombardi & Giordano, 2015;Leach et al., 2016). These elements are then assessed against their efficacy in improvement livability, adding cultural value, enhancing sustainably of the neighborhood urban form and applicability to Doha neighborhoods. They are then weighed against benefits, payback periods, ease and readiness and for implementation since the model, for an existing, moderately developed neighborhood, is impossible to be implemented at once. The implementation phases group the design and enhancement elements into three progressive stages.
For example, the provision of a public space, like a park, has many benefits to the local community. It encourages people to walk, can increase sidewalk activity helping local businesses thrive, create and boost a unique sense of belonging and a local identity. The design of a park-in of itself-is simple but can sow seeds of benefits to the community that are reaped in a relatively short period of time.
However, the implementation of drone delivery-to replace currently used vehicles-will require longer time and sophisticated planning for people to accept it and for current delivery companies, processes and systems to adopt it even though it has the potential to substantially reduce the carbon footprint of delivering goods.  (Gehl, 2010).
Sidewalks are an important feature of streetscape that can be put to use in a myriad of ways. buildings that yet to be developed may be designed to lead to the neighborhood center with buildings between one and two stories on furthest edges of the neighborhood. Progressing towards the neighborhood canter, building can reach a height of up to five stories. The variation in building height may not constitute large variations in population density towards the center of the neighborhood as building uses will vary.
The center is to have a main park, a mosque, one neighborhood school, a community center, a public library, a small theatre, a family café and small-to-medium level grocery market. The purpose of the neighborhood center is to provide e-services for neighborhood residents, e.g., e-health, e-learning, etc. People go about their day visiting retail, healthcare, educational, transportation and recreational facilities. The development of the suggested mix-use center which accommodates these facilities will add unique architectural, spatial and microclimatic traits that in return will develop a communal sense of belonging. The following are additionally proposed design elements for the neighborhood center:  Building structures that promote diverse Qatari and Arabian architecture serving as important connections between the new and the heritage culture.  Corners between buildings may provide seating opportunities.  Passages and pathways are inviting to with curves of shading.  Lighting in pathways may be wall-mounted, unlike the majority of lighting poles in Qatar. For special occasions, artistic lighting may be placed for local events.
Error! Reference source not found. portrays a section of the neighborhood center, showing variable height buildings, outdoor motorized shading and minimum above-ground parking lots.

Phase 2: Smart Infrastructure and Self Sufficiency
This Phase, on the medium run, can be the most impactful, is the most complex, and yet will be the least visible in the current Al-Markhiya. This Phase is concerned with increased efficiency in exploiting resources of/in the neighborhood to eventually optimize self-sufficiency, aided by "smartening" infrastructures.

Food-production
Qatar currently produces a minimal amount of food for local vegetable consumption (MME News, 2018), while targeting a minimum of 35% local production for all food consumption. Qatar, as a result, accelerates projects like constructing new ports, increasing food storage capacity (Qatar National Agency, 2017) and creating new marine navigation lines with food exporting countries like India (Magdeburg, 2017). Even so, ramping up local food production capacity is the most resilient resolution will ensure economic resiliency in the unstable political atmosphere in the region (MME News, 2018). giving rise to walking and biking. The scheme will also vitalize sidewalks neighborhood passageways as passengers will walk to cars for longer distances than house or building garages.

As planned and provisioned in
While many countries are currently considering the banning of private cars altogether in city centers (Sage, 2018) or phasing out internal combustion vehicles, Qatar is investing in the construction of a local electric car factory (The Peninsula Team, 2018). Electric mobility is becoming increasing essential to the modern sustainable transportation paradigm. Especially for an expansive metropolis like Doha, electric vehicles promise decreased air pollution, eased traffic congestion and conserved energy. Urban planners and policy makers, however, will need to initiate this leapfrog into this promising side of transportation by provisioning charging infrastructure (Kumar, 2019). Charging infrastructure, as a result, will not only power cars that does not emit GHGs, but will facilitate expansion of smart electric grids which will encourage the shift to generate power using renewable energy sources. For the strong private-car culture of Qatar, this may be the best introductory solution since Qataris might not easily convert from private cars to other means shared transportation (Al-Thani Prior to phasing out motorized vehicles or resorting to alternative modes of transportation, there are several aspects that can be improved presently for enhanced neighborhood transportation. The following are suggested mandates of a transportation initiative in Al-Markhiya:  Reduce vehicle speed limits on internal neighborhood roads.  Enhance safety and connectivity with adjacent neighborhoods.  Improve comfort and accessibility for non-motorized transport modes.

Phase 3: Circular Economy
Simply defined, circular economy is an economic system that targets minimization of all waste by making the most of available resources (Lew & owski, 2016). In this study, Phase 3 aims at considering elements of circular economy that are pertinent to urban sustainability in the long run. LMT, for example, is impeding logistical needs as well as individuals (Goodman, 2005). Amazon, the world's largest online retailer, struggles with LMT in optimizing their delivery operations, hence costs.
The company's resolution, the drone delivery program, has been undergoing extensive research and development, attracting unprecedented attention to drone delivery (Butler, 2015;Amazon, 2016).
Obviously, drone delivery will substantially reduce carbon footprint of delivery operations presently carried out with motorized vehicles. It will also revolutionize all aspects of merchandise trade, giving rise to new concepts such as virtual store. Drone delivery also has the potential to transform manufacturing industries as more time and effort will be invested in new material development; materials that are lighter, hence convenient for the logistical tools, yet more durable.
Though it still appears to most as science-fiction, it may be several years or possibly decades before regulatory, infrastructural and commercial systems are in place, drone delivery is attracting more

External Evaluation
Urban Planning is multidisciplinary science that is in many ways subjective to heterogeneous theories that, in many cases, may forthrightly come down to individual views and judgments. Thus, this study has been presented to a group of experts at The Ministry of Municipality and Environment-MME to especially evaluate the proposed conceptual design for Al-Markhiya neighborhood. The group of experts were architects and environmental specialists. MME experts are perhaps the most exposed group of people to the future direction of the National Master Plan and are certainly the most knowledgeable of the challenges to urbanism in Qatar. Although MME representatives have explained that they clearly understood the proposed model is conceptual in nature and that Al-Markhiya is a sample test-bed of neighborhoods in Doha, they have shown strong interest in further investigation of: 1) Community self-sufficiency: the administration of energy generation, water distribution and reuse, waste treatment and food-production will require a rigorous level of monitoring and control that is typically managed by larger local government bodies, such as the Municipalities in Qatar. With higher degree of autonomy, energy and water management could be controlled and monitored by centralized municipal facilities. The case for food production, however, is different. should it be individual gardens or public/community gardens, there are many parties involved in making the decision on food production in neighborhood.
2) Local social norms: most of Qatar neighborhoods have a mixture of Qatari and non-Qatari-expat residents. Alternatives to current transportation and housing choices might be more acceptable to the expatriate community than they are to Qataris. A mechanism for engaging Qataris as equally as non-Qataris to a more sustainable and livable life choices will need to be socially and economically investigated.
3) Car-dependency: Though the proposal suggests that automated and electric cars might be an acceptable option to local communities and could possibly have a great impact on their lifestyle. the design of the center is still car dominated. The form of the roads should be altered to make walking the most suitable option followed by alternative transport modes. 4) Materials recycling and reuse: MME stressed that they had a definite agenda to realize, jointly envisioned with Qatar National Research Fund (QNRF) in areas of research and development for specific projects. This, specifically, is an area of development that surpasses the scope and the realm of responsibility of any single ministry.
The representative kindly expressed their willingness to take part in further stages of this study in an effort to incorporate sustainability and livability qualities to future updates to the National Master Plan.

Conclusion
Sustainability, livability and walk ability of existing neighborhoods in Doha are not well strategized by QNMP and will require in-depth investigation. Neighborhood is the essential building block of urban centers, certainly of Doha, for it is where people reside, work, shop and go about their daily lives.
Mobility contribute to many of the neighborhood sustainability and livability issues. Further exacerbating mobility problems, Doha is low-density city making public transportation options like underground metro unfeasible and ineffective. Other issue of the city are the social norms and weather Smart technology in transportation and communication might solve the sustainability and livability problems in a low-density neighborhood. First, it will support the reforming of existing form. Second, it has many choices that can reduce carbon foot print of the city, improve its operation and social cohesion and quality of life. Al-Markhiya neighborhood of Doha has been chosen as test bed for theory and evaluated against compliance with the concept of sustainability and livability. A gap analysis highlighted the categories and subcategories that were converted to design element and evaluated against benefits, payback and easiness of implementation. The outcome is represented in different phases of a design model that is broadly applicable to the residential neighborhood of Doha.
The importance of this proposal stems from the perceived future of Qatar post construction of the mega event to be held in 2022. The focus of urban development, then, should shift to upgrading city sustainability and livability through the renovation of existing neighborhoods.
The short-term implementation phase tended to be high embodied energy in construction and development and low in operation, mostly passive strategies. However, it has a great impact as it aims to changing the people behavior and social norms, to be more sustainable. The long-term strategies aim to improve the environmental performance of the neighborhood and ease the impact of the harsh climate.
Experts from MME confirmed that the proposal is original, and there is a great interest in the proposed categories and subcategories, in addition, not many of the proposed work by MME established a strong link between community and smart technology though there is a strong interest. In addition, most of the work accomplished and proposed by MME target a highly level and not much work is done regarding a micro level. There is a great interest from MME in investigating future changes, such as social norms, of community in operating and walking attributes.