2023 Volume 11 Issue 3 Pages 44-62
Using space syntax, this paper represents a possible move away from traditional characteristics of urban planning and toward a simulation-based, smart character for a given city, featuring effectiveness and better decision making. This helps in solving current problems and avoiding future issues related to walkability, for example. For this purpose, a comparative analysis between the 2020 and 2030 Master Plans of the study area of Yas Island in Abu Dhabi, United Arab Emirates, is made through simulation of the street networks as well as spatial integration of different parts of the island in regard to it being an urban and dynamic system. Established on mathematical algorithms and geospatial computer technology using a program called ‘DepthmapX’, space syntax allows for interpretation of a variety of spatial configurations at different scales and is commonly used in the fields of architecture, urban design, planning, transportation, as well as interior design. The findings show a lack of walkable areas in the busiest areas of Yas Island and call for a revision of the currently vacant lands and rethinking of areas of high connectivity toward them being more public and social spaces. In addition, the street networks are spatially located deeply within the island which makes them difficult to reach by foot from other parts of the island. It was observed that the street network splits the island into two parts separated by the main highway, Sheikh Khalifa Bin Zayed Road, which is proposed for reconsideration in future development and planning.
Following a science-based and human-focused approach, space syntax research has enabled a fundamental understanding of the relationship between spatial design and the use of space as well as long-term social outcomes (Space Syntax Ltd, n.d.; The Bartlett School of Architecture, n.d.). The availability of a variety of space syntax software allows for the possibility of running simulations for spatial analysis.
One of the most important components of the complicated challenge cities face in terms of sustainability and climate change resilience is urban mobility. Reduced reliance on fossil fuels, for transportation in particular, can significantly reduce the negative impact of neighborhoods in terms of emissions and energy consumption; walkable neighborhoods can help with climate change mitigation and adaptation plans by reducing reliance on fossil fuels for transportation. As a result, scientists and government agencies are being urged to propose development models that can reduce pollutant emissions by boosting “soft mobility”.
Walkability, as the simplest, cheapest, and most socially equitable type of soft mobility offers a number of benefits, including economic, political (reduced reliance on non-renewable resources), social (mobility equity), and ecological. Researchers believe that walkability is first and foremost an indicator for determining the extent to which a given region is used by pedestrians (Abastante, Lami et al., 2020).
Walking is usually highly useful for reducing traffic congestion in larger cities, and even automobile and motorcycle drivers must walk in certain locations on their journey. Walking also makes it easier to access public transportation, which often becomes the only mode of transportation for those who use it. Walking has various advantages including lowering traffic, protecting the environment, boosting social connection, and enhancing physical and mental health. The optimal transit system has a speed restriction of 3-4 km/h, and coverage is greatly determined by the physical state of pedestrian pathways. Walkability is linked to the quality of the built environment, urban form and connection, safety, appeal of walking, and infrastructural accessibility. Walkability is a concept that describes and measures the connection and quality of city sidewalks and walkways (Navastara, Yusuf et al., 2018). However, a lack of information on pedestrian space makes it difficult to incorporate walkable space into spatial planning (Eom and Suzuki, 2019).
The purpose of this research is to understand the social use of space, in particular, walkable areas by applying the theory of space syntax. This paper demonstrates the importance of smart technology in planning and shows a possible move away from traditional characteristics of urban planning and toward simulation-based, smart character for a given city, featuring effectiveness and better decision making when space syntax is considered. In essence, this may help solve current problems and avoid future issues related to walkability.
This paper examines the case of Yas Island in the Abu Dhabi 2020 Master Plan and compares it with the Abu Dhabi 2030 Master Plan through simulations of the street networks and spatial integration of the different parts of the island, being an urban and dynamic system.
Established in regard to mathematical algorithms and geospatial computer technology, space syntax allows for the interpretation of a variety of spatial configurations at different scales. It has been thoroughly implemented in the fields of architecture, urban design, planning, transportation, and interior design, and applied in subjects such anthropology, archaeology, computer science, urban as well as human geography, psychology, sociology, medicine, mathematical modelling, and physics (The Bartlett School of Architecture, n.d.). Space syntax allows for the possibility of quantifying and illustrating the ease with which a space can be navigated, making it particularly useful for the design of museums, airports, hospitals, and other settings where wayfinding proves to be challenging. In addition to this, it has been applied to depict the correlation between spatial layouts and social effects such as crime, traffic flow, sales per unit area, and so on (Environment and Ecology, n.d.).
Space syntax has generated an understanding of the spatial structure of the city as an object molded by the means of society on the one hand, and its ability to influence certain socioeconomic processes within a society on the other. Moreover, it creates an awareness of the spatial possibilities of certain social activities, such as crime, social segregation, and anti-social behaviors. The economic attractiveness of a street or urban area can be impacted by means of how centrally located it is in the designated area (van Nes and Yamu, 2017).
A study proposes a unified framework which encourages the shift from the primal problem of linking accessibility or distance to lines or streets, to the dual problem of associating accessibility with points or junctions to ease comprehension and deliver a richer analysis of the syntax. The development of relevant algebra has produced a clearer technique to interpret connectivity and distance in the equivalent graphical representations. A significant observation of the results of the analysis is how the direct connectivity between streets (or junctions) is highly correlated with the distance measures used. This creates a possibility for a simplified form of syntax, which can be run through counts of streets and street junctions in the original street network (Batty, 2004).
Furthermore, Yamu, Van Nes et al. (2021) recently published a complete overview of emerging space syntactic notions and analytical techniques. The review begins with the Hillier (1937-2019) space syntax notion and progresses via a convex map, axial map, Isovist field, and to the most modern concepts such as segment mapping and agent-based modelling.
Space syntax is based on three primary notions of space:
· Isovist Map: (or viewshed or visibility polygon) the field of view from any particular point.
· Axial Map: a straight sightline and possible path; and
· Convex Map: an occupiable void that, when envisioned as a wireframe diagram, contains no lines between two of its points going outside its perimeter. In other words, all points inside the polygon are visible to all other points within it (Hillier and Hanson, 1989).
The commonly used analysis methods of a street network’s space syntax are Connectivity, Integration, Choice as well as Depth Distance.
· Connectivity measures number of spaces that are immediately connected to a point of origin (Hillier and Hanson, 1989).
· Integration measures the numbers of turns one needs to make from a street segment in order to arrive at all other street segments in the network while taking the shortest paths. Inspection of integration can also take place at the local scale as opposed to the scale of the entire network. In theory, the integration measure displays the cognitive complexity of reaching a street and is frequently argued to anticipate the pedestrian use of a street.
· Choice measure is most easily described as a 'water-flow' in the street network. Streets containing the highest total values of accumulated flow are said to possess the highest choice values. While Choice analysis may be constrained to limited local radii along the lines of Integration, understanding it is much more challenging. These values are often argued to determine the car traffic flow of streets.
Using space syntax in explaining walkability· Depth Distance, the most intuitive of the three analysis methods, describes the linear distance from the centre point of each street segment to the centre points of all the other segments. Streets carrying the lowest Depth Distance values are considered to be nearest to all the other streets. Like Integration and Choice, the search radius can be restricted to any distance (Environment and Ecology, n.d.).
The review highlights the rapport between building density and transportation as important elements of cities' sustainability in the context of walkability analysis, and this study adopts this interpretation (Yamu, Van Nes et al., 2021).Time accessibility analysis and graph theory can be used in walkability interdisciplinary research methodologies, although no study has yet begun to apply both criteria concurrently to evaluate their impact on pedestrian movement patterns. Additionally, to evaluate walking condition, the pedestrian trajectory can be utilized. On this subject, space syntax techniques are well-known methodologies (Kim, Tak et al., 2020). The connectivity and integration measures are just two of the ways in which space syntax analyses the geometry of the street network. As a property of the street network that reflects the suitability or advantages for walking, a space syntax review found that three cases out of four were attributed to density of junctions (Yamu, Van Nes et al., 2021).
It is important to note that the simple number of junctions only considers the street network's density and potential pedestrian routes; it discloses nothing about the characteristics of urban places such as street facade visibility. The number of objects might be a more accurate and simple approach to gauge proximity. On the assumption that more land use functions lead to more potential trip destinations, the factor of land use mix also indirectly addresses network density and pedestrian routes at the same time. The residential or housing density significantly categorizes the areas where walkers start their points of walking journeys and identifies their area of concentration as well (Klarqvist, 2015).
Oxford English dictionaries describe walkability as "suitable or fit for walking on (of a road, country, etc.)/ Capability of walking (of a person)", while previous research on walkability has provided broad definitions of the terms used. Southworth (2005) defines walkability as "the extent to which the built environment supports and encourages walking by providing pedestrian comfort and safety, connecting people with diverse destinations in a reasonable amount of time and effort, and providing visual interest in journeys throughout the network". This implies that the term encompasses not just spatial data but also visuals of locations. Furthermore, the concept can be applied not only to walking but also to cycling (Kato and Kanki, 2020).
Walkability research has focused on the relationship between the built environment and walking behavior, exploring various physical environment variables that influence walking activities. Land use mix, connectivity, and density are the elements that have been repeatedly shown to favorably affect walking behavior. Research has found that studies in walking, via the fields of transportation, urban design and planning, and public health, show that communities with higher residential and employment densities, more integrated street designs, and a diversity of destinations had a higher rate of walking (Choi, 2012).
Walkability studies repeatedly emphasize land use mix as a significant component. As a concept, mixed-use was proposed and widely adopted by adherents of Jane Jacobs' views in her book 'The Death and Life of Great American Cities', not least in New Urbanism. Moreover, the idea of diversity as well as its assessment were also addressed. The book aimed to focus on diversity as an important aspect in cities' livability and beauty and established four basic conditions to foster what is more properly referred to as urban diversity: density, principal purposes, short blocks, and ancient structures (Choi, 2012).
Walkability can benefit from understanding connectivity and integration as core space syntactic measures, which can prevent onlookers from recognizing urban features from their direct line of sight. A city is not walkable simply because it is possible to get to as many locations as rapidly as possible, preferably in a straight line. Here, the type of setting in which a person moves is crucial. The more walkable a location is, the more diverse its uses and the higher the density of nearby buildings. Space syntax can also be used to explain the characteristics of visual perception by employing physical aspects like street networks, points of interest, or building footprints. Based on the isovist analysis theory, often conducted at eye level to determine what people can see, visual graph analysis can also be applied at knee level to determine where people can move. Additionally, studies on people's decisions about how to find their way have shown that the visibility of particular locations affects and triggers deliberate intentional visual design practice, impacted by the behavior of people walking. For mixed land use, comparable associations were established. This is an application of space syntax to the practice of urban design (Zaleckis, Chmielewski et al., 2022).
Thinnakorn and Chanklap (2022) argued that Local public spaces must be designed to support the global movement grid, provided by natural movement and influenced by the global morphological structure. The study was carried out using Space Syntax in Nakhon Si Thammarat Old Town; the results demonstrated a direct influence of the spatial configuration of the global movement grid on urbanization and local natural movement.
Yas Island was chosen as the region of interest because it is one of Abu Dhabi's most prominent artificial islands, with world-class multi-purpose leisure,
shopping, and entertainment activities. The island is conveniently placed on a direct motorway between Dubai and Abu Dhabi hence making it one of the important islands in terms of street network connectivity. The planning development on Yas Island began in 2006 and 1700 ha of the island’s total land area of 2500 ha has been claimed with reference to expansion (Abu Dhabi, n.d.).
Source : https://www.dmt.gov.ae/en/adm
According to the 2030 master plan framework, 100,000 residents will live in Yas Island. Yas Island will be the third biggest area to accommodate hotels in Abu Dhabi with 500,000 vacant rooms. The island is developed for leisure and entertainment with fewer residential areas (Figure 3). It will accommodate low density: 20-35units/gross per habitat, and medium density:35- 40units/gross per habitat. Low rise buildings: 5 storeys, and medium rise buildings: 10 storeys (Figure 4). Yas Island will accommodate 0.3 million square meters of retail (fourth biggest area in Abu Dhabi) and only 0.1 million square meters of offices.
Source: https://www.dmt.gov.ae/en/adm
Source: https://www.dmt.gov.ae/en/adm
The study area was run through different street network simulations using an analytic space syntax program as one of the softwares that approaches this paradigm with easy visual readability and observable navigation. Due to the significant location of the island to Abu Dhabi and the different implemented urban strategies from the 2020 to the 2030 map, we compared two samples of the street network design of Yas Island (2020 and 2030) in-terms of their accessibility and connectivity based on two contexts of walkability and vehicular movement, with distinctive radius setting.
This paper aims to highlight the importance of technology as a planning support system and develop a critical thinking in regard to planning, via simulation, modelling, and visualization of proposed plans; it shows the importance of technology use toward a smart planning.
This methodology could be applied elsewhere for simulation, analysis and comparison between the existent and proposed master plans. It can be used either to update, develop, or improve master plans.
The methodology proposed in this paper is not limited to the academic and research purposes, but can be followed and applied by urban planning departments and bodies for a smarter planning and better decision making, though its importance and uniqueness in Abu Dhabi, UAE, and in other cities, countries, etc.
Yas Island was analyzed using space syntax analysis by the means of running simulations on the software DepthmapX. The Yas Island 2020 map as well as the 2030 map were studied and compared using the ‘Axial Map’ type. The reason why this type was used is due to the easy readability and navigation of the analytical method. In this situation, the analytical method refers to the procedure of determining the shortest path between the sources and destinations. In most cases, when determining the shortest path in a city, distance has traditionally been the measure.
Axial lines represent the longest visibility line in a street. A group of axial lines forms ‘street junctions’, therefore a whole Axial map. Axial analysis in DepthmapX produces maps based by their calculated global integration measurements. Four map levels are depicted and labelled by their radius or ‘Radii’. The Radii are distributed by R=2 and R=3, which calculates local depth, as 2 or 3 steps away from each element, and are mainly prescribed for walkable urban regions. As for the Radii, R=5 and R=7 are used more to observe vehicular movement on a global level.
The results from these simulations were Connectivity, Integration, Mean Depth and Choice diagrams. Due to the limitations of publication, we only present Connectivity and Integration figures for both 2020 and 2030 Yas Island maps as they have significant readings and results as opposed to the other two types of maps.
The maps are illustrated in pictures of two maps R=2 and R=3 in one figure, and R=5 and R=7 in one figure. In the figures also we highlighted the most substantial data (color) shown on map and labelled from ‘A’ to ‘D’. The results, as readable data, were distributed in tables below, then subsequently the result and discussion.
ResultThe findings in this section of the paper represent the simulations from DepthmapX in pictures of map graphs, Figures 5 to 20, then tables illustrating the predominant values, Tables 1 to 8, and lastly description and discussion substantive to the diagram results.
Connectivity
| Land Use/Areas | A | B | C |
|---|---|---|---|
| Retail | High | Low | N/A |
| Recreational | N/A | Low | Low |
| Parking Area | Low | Low | Low |
| Green Space | Low | Low | Low |
| Offices | N/A | N/A | Low |
* N/A is an abbreviation for Not Available.
According to Table 1, the research findings show that highest connectivity value circulates around ‘A’ (Figure 6a, Zoom-in Area A) which is a large space for retail areas such as Yas Mall (the largest mall in Abu Dhabi), IKEA, and ACE and recreational zones like Warner Bros, Yas Water Park, and Ferrari World. Moreover, this area has a high population density due to the presence of tourist attractions and famous landmarks. Areas ‘B’ (Figure 6b, Zoom-in Area B) and ‘C’ (Figure 6c, Zoom-in Area C) are located on Al-Maha Street and have the lowest values due to the difficult main road entrances that have long accessibility roads by both vehicular and foot traffic.
| Land Use/Areas | A | B | C | D |
|---|---|---|---|---|
| Retail | High | N/A | N/A | N/A |
| Recreational | N/A | N/A | N/A | High |
| Parking Area | Low | N/A | High | High |
| Green Space | N/A | Medium | High | N/A |
| Highway | N/A | Medium | Medium | N/A |
* N/A is an abbreviation for Not Available.
According to Table 2, the highest connectivity value circulates around ‘A’ (Figure 8a, Zoom-in Area A) which is a large space for retail areas such as Yas Mall (the largest mall in Abu Dhabi), IKEA, and ACE and recreational areas like Warner Bros, Yas Water Park, and Ferrari World. Moreover, this area has a high population density due to the presence of tourist attractions and famous landmarks. Al-Maha Street, located in visible areas of ‘B’ (Figure 8b, Zoom-in Area B) and ‘C’ (Figure 8c, Zoom-in Area C), shows high connectivity value due to the direct connection from Al Maha Street to the main highway of Yas Island that connects it to three main centres: Saadiyat Island, Abu Dhabi and Dubai.
| Land Use/Areas | A | B | C | D |
|---|---|---|---|---|
| Residential | High | N/A | High | Medium |
| Offices | N/A | N/A | High | High |
| Retail | N/A | N/A | Medium | N/A |
| Recreational | N/A | Medium | N/A | N/A |
* N/A is an abbreviation for Not Available.
According to Table 3, the highest connectivity value is in area ‘A’ (Figure 10a, Zoom-in Area A),is easily accessible and connected due to its location in the medium-density residential area and because it is located centrally in the upper part of the island. Area ‘B’ (Figure 10b, Zoom-in Area B), with medium value, has recreational areas on it and includes a big parking area for the different landmarks that share its space, which is why it is easily accessible and large. Area ‘C’ (Figure 10c, Zoom-in Area C) displays high value due to the long road that connects the medium density residential units, offices, and retail, which is easy to access and reach by foot and by car from the upper part of the island, and which dictates those three main areas. However, area ‘D’ (Figure 10d, Zoom-in Area D) shows medium to high values, is located between offices and medium density residential units, and is beside a road leaving Yas Island steering toward Abu Dhabi for public transportation obtainability. This road maintains easy accessibility and connection between the two areas on the island and Abu Dhabi.
| Land Use/Areas | A | B | C |
|---|---|---|---|
| Residential | High | High | N/A |
| Retail | High | High | N/A |
| Offices | High | High | N/A |
| Hotel | N/A | High | N/A |
| Highway | N/A | High | N/A |
| Recreational /Open Space | N/A | N/A | Medium |
* N/A is an abbreviation for Not Available.
According to Table 4, the focal points of interest in the island are in areas ‘A’ (Figure 12a, Zoom-in Area A) and ‘B’ (Figure 12b, Zoom-in Area B), all have high values and are located on the upper part of the island where offices, medium density residential units, and main retail are located on the same long road. That road also has light rail transit as a transportation method and also links directly to Abu Dhabi via a road that is located on the upper-east part of the island. Nevertheless, area ‘C’ (Figure 12c, Zoom-in Area C), which has a medium value, includes recreational areas, open spaces, some resorts, and links directly via the DARB (toll road), Yas Road, which leads to one of the main entrances to the island used actively by tourists and workers who access the island’s hotel area, which is why it is busy with traffic during the weekdays and weekends.
Integration
| Land Use/Areas | A | B |
|---|---|---|
| Retail | Medium | N/A |
| Recreational | N/A | Medium |
| Parking Area | Medium | Medium |
| Green Spaces | Medium | N/A |
* N/A is an abbreviation for Not Available.
As for Table 5, the most integrated street is located in area ‘A’ (Figure 14a. Zoom-in Area A), in the centre of the island, which is home to retail stores such as Ferrari, Yas Mall, Ikea, ACE and other retail places, along with big parking spaces for visitors and tourists. However, even with medium value results, it shows that only one part has very high integration due to the structure of the roads, which are difficult to pass by foot, unless you enter retail shops or go through the open spaces or parking areas. As for area ‘B’ (Figure 14b, Zoom-in Area B), with medium integration values, it has Yas Viceroy Hotel and Yas Marina Circuit as recreational and hotel areas, and slightly higher medium connectivity due to the connection of multiple active touristic points to the main entrance of the island from the DARB, Yas Road.
| Land Use/Areas | A | B | C | D |
|---|---|---|---|---|
| Retail | High | N/A | N/A | N/A |
| Recreational | N/A | Medium | High | N/A |
| Parking Area | Medium | Medium | High | N/A |
| Residential | N/A | N/A | N/A | Low |
* N/A is an abbreviation for Not Available.
In accordance with Table 6, the most integrated street is located in ‘A’ (Figure 16a, Zoom-in Area A), at the core that is occupied by famous retail places like Yas Mall, Ikea, ACE, and other touristic focal areas. The mall acts as an active economic centre encouraging social encounters and retail activities. Showing a high value supports the notion of having an integrated, communicative residential neighborhood with higher safety exposure. Area ‘B’ (Figure 16b, Zoom-in Area B) shows slightly higher medium values due to the closeness and activeness of the area which means it is integrated with its surrounding seasonal and daily activities. As for Area ‘C’ (Figure 16c, Zoom-in Area C), it has a high- medium integration rate due to the accessibility of the main highway to the retail centre. This space is very active due to the closeness of the retail and recreational areas around the centre, Yas Mall. The most segregated area with the lowest value is ‘D’ (Figure 16d, Zoom-in Area D), which has the residential and some hotel places, along with the workers’ housing that is supposed to be stand-alone, near their working place and far from public visitors and their traffic, that is, difficult to access by foot.
| Land Use/Areas | A | B | C | D |
|---|---|---|---|---|
| Retail | Medium | N/A | N/A | N/A |
| Recreational | High | Low | N/A | High |
| Residential | N/A | N/A | Low | N/A |
* N/A is an abbreviation for Not Available.
For Table 7, area ‘A’ (Figure 18a, Zoom-in Area A), with medium to high value, represents a parking area made for the retail and recreational places and also has a road connected from Al Maha Road to the main highway, showing easy and visible accessibility. Area ‘B’ (Figure 18b, Zoom-in Area B) shows the most segregated area with low value, which is the Yas Marina Circuit due its cautionary and dangerous vehicle-based activities. Area ‘C’ (Figure 18c, Zoom- in Area C) displays noticeable segregation features and low values due to its medium density residential units, assuming it is a private complex and therefore hard to reach by foot, only by car and requiring a security permit. Finally, for area ‘D’ (Figure 18d, Zoom-in Area D), with high integration value, itis an empty area for maintenance that has visibility due to its closeness to Yas Marina Circuit.
| Land Use/Areas | A | B | C | D |
|---|---|---|---|---|
| Recreational | Low | Medium | N/A | N/A |
| Retail | N/A | High | N/A | High |
| Residential | N/A | N/A | N/A | High |
| Offices | N/A | N/A | N/A | High |
| Recreational/Open Space | N/A | N/A | Medium | N/A |
| Hotels | N/A | N/A | Low | N/A |
* N/A is an abbreviation for Not Available.
According to Table 8, the most integrated road, with the highest values, is shown in area ‘D’ (Figure 20d, Zoom-in Area D), it passes by medium density residential units, retail and offices, which shows how active this area is due to the noticeable activities and land uses that are located on the junction of the main road. With high integration values, the area acts as the active economic and residential centre of the island. Meanwhile, area ‘B’ (Figure 20b, Zoom-in Area B), with medium to high values, shows the same parking lot that leads to the retail and recreational places, and the road is also connected from Al Maha Road to the main highway, showing easy and visible accessibility. Areas ‘A’ (Figure 20a, Zoom-in Area A) and ‘C’ (Figure 20c, Zoom-in Area C) are the clearest segregated areas with the lowest values on the map because they both include a dangerous road of Yas Marina Circuit, where car drifting, seasonal car racing, and crowd and tourist attractions occur, therefore it is safer kept inaccessible by the public.
Based on the analysis and observation provided, between the Yas Island 2020 map and Yas Island 2030 map, the focus of the master plan street network design layout has shifted from highly dense retail and entertainment areas to less populated residential areas. This produces a problem whereby the streets circulate and revolve around the main tourist attractions, the core of Yas Island, and become highly segregated and less connected. More importance is being granted to the streets that accommodate significantly lower traffic. In terms of the socio-economic impact, difficulty in accessibility might discourage visitors from outside the island from visiting the Yas Island tourist attractions as often since Yas Mall, for example, currently acts as an active economic centre of the island, encouraging social encounters and retail activities.
This research endorses integrating and connecting the upper northern part of the 2030 Yas Island map to the lower southern part by either creating a web of public transportation routes or creating bridges for pedestrians for easier foot accessibility. There are also a lot of open empty spaces in both maps that can be taken into consideration for planning and integrating other areas, depending on its location on the map.
Furthermore, we recommend a further development in the planning of 2020 Yas Island map to facilitate integration of the pedestrian network into the street junction in the central part of the island in order to reduce vehicular traffic in some roads, like Al Maha Street, which become busy during the weekends and on seasonal occasions of celebrations and sports. The analysis result of the 2020 Yas Island plan shows a lack of walkable areas in the busiest areas of the island, requiring possible solutions to increase walkability in newer developments in the remainder of the island.
In addition, the findings call for a revision of the currently vacant land and rethinking of areas of high connectivity, which are planned to be residential areas, into more public and social spaces. The retail and entertainment centres, among other focal points of Yas Island, are located around the central integration core, which provides good access by car but not by foot, signifying poor connectivity for walkability for the results in the figures. This paper demonstrates the effective consideration of space syntax in planning, through the application of DepthmapX, as an extremely beneficial tool for identification of areas for the purpose of planning improvement.
One of the limitations of this research was the lack of resources and precision in the 2030 concept maps, the land use map, and future streets network map of Yas Island that was published back in 2009. We therefore created a new CAD file, combining and studying the current and future map for the road network. Therefore, we produced the best up to date information related to our analysis case.
Further research needs to be conducted on Yas Island, specifically on smaller sample areas within Yas Island to improve both walkability, connectivity, and integration between the landmarks and other land uses on the island. In future research the authors plan to study the existing interconnectivity of Yas Island in relation to one line that represents the main highway, which causes the division of the island into two halves.
Original idea, conceptualization, paper structure, methodology, supervision and coordination, funding acquisition, revisions, editing, R.M.; Methodology, simulation, data curation and Analysis, writing-original draft; revisions, editing, D.A.
All authors have read and agreed to the published version of the manuscript.
The authors declare that they have no conflicts of interest regarding the publication of the paper.
The authors like to acknowledge the Abu Dhabi University, in particular the office of research for funding this research, and Ms, Ayah ElKhatib for her help in the editing.
