Sustainability 12 07927 v2

sustainability
Article
An Urban Regeneration Planning Scheme for the
Souq Waqif Heritage Site of Doha
Raffaello Furlan * and Asmaa AL-Mohannadi
Department of Architecture and Urban Planning, Qatar University, Doha 3263, Qatar;
A.Al-Mohannadi@qu.edu.qa
* Correspondence: raffur@gmail.com

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 Doha Metro, 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 Msheireb Downtown Doha to
the west, Al Bidda 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
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
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
of
TODa central rail or bus
settlements hub bordered
prioritize by high-density
connectivity, walkability,and mixed-use developmentparking
street attractiveness, [23]. TOD settlements
management,
prioritize
adequate facilities, and socio-economic capital, integrated in a comprehensive urban designfacilities,
connectivity, walkability, street attractiveness, parking management, adequate scheme
and
[24].socio-economic capital, integrated in a comprehensive urban design scheme [24].
Historically,
Historically,the theTOD TOD model has evolved
model by responding
has evolved to low-density
by responding and sprawling
to low-density anddevelopment,
sprawling
which still facilitates its contribution as a workable tool in the process
development, which still facilitates its contribution as a workable tool in the process of the smart of the smart growth and
sustainable
growth and urbanism
sustainable of urbanism
cities in the 21st century.
of cities in the 21stWhen century.a comprehensive
When a comprehensiveland-use planning
land-use
scheme is provided, TOD can significantly contribute to the (i) sustainable
planning scheme is provided, TOD can significantly contribute to the (i) sustainable adaptation of adaptation of declining
neighborhoods, (ii) a reduction
declining neighborhoods, in automobile
(ii) a reduction use (emission
in automobile of gas, fuel
use (emission consumption,
of gas, fuel consumption, and trafficand
congestion), (iii) the(iii)
traffic congestion), formation of compact
the formation districts, and
of compact (iv) the
districts, andenhancement of pedestrian
(iv) the enhancement of satisfaction
pedestrian
and standards
satisfaction andofstandards
urban living [25–27].
of urban living [25–27].
Globally,
Globally, cities like Stockholm,Singapore,
cities like Stockholm, Singapore,and andTokyo
Tokyo showcase
showcase thethesuccessful
successful implementation
implementation of
TOD
of TOD strategies,
strategies, where
where thetheintroduction
introduction ofofrail
railsystems
systemshas haspositively
positivelyinfluenced
influencedstandards
standardsof of urban
urban
living. Such cities are referred to in the literature as adaptive cities, which
living. Such cities are referred to in the literature as adaptive cities, which have “created a compact, have “created a compact,
mixed-use,
mixed-use, walking-friendly
walking-friendly built built form
form that
that has
has enabled
enabled high-quality,
high-quality, high-capacity
high-capacity public
public transit
transit services
services to to
thrive” [28]. In the city-state of Singapore, for instance, a national Constellation
thrive” [28]. In the city-state of Singapore, for instance, a national Constellation Plan is guiding its Plan is guiding its urban
development
urban development through implementing
through implementinga sustainable transittransit
a sustainable system. According
system. to Cervero,
According this plan
to Cervero, this
consists of “constellation
plan consists of “constellationof satellite ‘planets’,
of satellite or new towns,
‘planets’, or newthat orbitthat
towns, the central
orbit thecore, interspersed
central by protective
core, interspersed by
greenbelts and interlaced by high-capacity, high performance rail transit” [9]. Light
protective greenbelts and interlaced by high-capacity, high performance rail transit” [9]. Light rail transit rail transit (LRT) systems
were
(LRT)recently
systemsdeveloped
were recently as part of the Constellation
developed as part of the Plan, with secondary
Constellation Plan,transport facilities
with secondary such as
transport
bus and park
facilities suchand rideand
as bus (P&R)parknetworks.
and ride (P&R) networks.
In
In the
the case
case ofof Qatar,
Qatar, the the Qatar
Qatar Railways
Railways Company—Qatar
Company—Qatar Rail—initiated
Rail—initiated the the construction
construction of of the
the
Doha
Doha Metro
Metro project
project in in 2013,
2013, consisting
consisting of of four
four lines.
lines. The
The RedRed line
line connects
connects the the coastal
coastal regions
regions in in the
the
north of Qatar to the south of the country; the Green line connects Education
north of Qatar to the south of the country; the Green line connects Education City to Doha’s cultural City to Doha’s cultural
core,
core, the
the Golden
Golden lineline consists
consists of of aa network
network of of historical
historical districts
districts running
running east east to
to west,
west, and
and thethe future
future
phase
phase of ofthe
theBlue
Blueline
line is an
is aninternal
internallanelane
within the city
within the of Doha
city (Figure
of Doha 1). The1).
(Figure Red,
TheGreen,
Red, and
Green, Goldenand
lines depart from the central interchange station in Msherieb Downtown
Golden lines depart from the central interchange station in Msherieb Downtown Doha within the Doha within the city’s most
vibrant cultural
city’s most core,
vibrant adjacent
cultural to Souq
core, Waqif
adjacent and the
to Souq Corniche
Waqif and the waterfront.
Corniche waterfront.
Figure 1. Maps
Figure 1. Maps of
of the
the Doha
Doha Metro
Metro network
network (source:
(source: Qatar
Qatar Rail
Rail 2011).
2011).
The
The success
success of
of the
the metro
metro system
system as as an
an alternative
alternative toto vehicular
vehicular options
options in
in Qatar
Qatar depends
depends on on its
its
design, integration, connection, accessibility, and demand by local residents, which
design, integration, connection, accessibility, and demand by local residents, which recall the key recall the key
criteria
criteria of
of TOD
TOD (the
(the Ds). In this
Ds). In this research
research paper,
paper, we
we argue
argue for
for the
the importance
importance of of linking
linking Qatar
Qatar public
public
transportation
transportation systems to urban growth patterns through TOD. Specifically, in the sensitive case of
systems to urban growth patterns through TOD. Specifically, in the sensitive case of
the
the Souq
Souq Waqif,
Waqif, TOD
TOD cancan effectively
effectively respond
respond to to the
the (i)
(i) sustainable
sustainable adaptation
adaptation of of the
the neighborhood,
neighborhood,
(ii)
(ii) aa reduction
reduction of
of automobile
automobile use,
use, (iii)
(iii) the
the formation
formation of of aa compact
compact district,
district, (iv)
(iv) the
the enhancement
enhancement of of
pedestrian satisfaction and standards of urban living, and (v) the preservation and consolidation of
the cultural heritage of the site.
pedestrian satisfaction and standards of urban living, and (v) the preservation and consolidation of the
cultural heritage of the site.
2.2.
2.2. Qatar:
Qatar: (Why
(Why isIsaaTOD
TOD Needed
Needed in
in Qatar?
Qatar? How
HowCan
CanWe
WeDistinguish
DistinguishaaQatari
Qatari TOD?)
TOD?) Urban
Urban Growth
Growth and
and
Cultural Heritage
In this section of of the
the literature
literaturereview,
review,weweattempt
attempttotoanswer
answerthe thefollowing
followingquestions:
questions:(i)(i)why
whyisisa
atransit-oriented
transit-oriented development
development needed
needed in Qatar?
in Qatar? The The
answeranswer
to thistoquestion
this question is linked
is linked to urbantogrowth
urban
growth and the rapidity of development, which both require an alternative
and the rapidity of development, which both require an alternative planning option. The second planning option. The
second question
question is (ii)
is (ii) how canhowwe can we distinguish
distinguish a Qataria TOD?
QatariIn
TOD?
otherInwords,
other words,
how can howwe can we ensure
ensure that
that a TOD
ainTOD
Qatarinwould
Qatar reflect
wouldits reflect its socio-cultural
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 substantial
substantialurban
urbansettlements
settlementswerewerefirst recorded
first recordedandand
documented
documented in the
inearly 1800s–1900s.
the early 1800s–
Prior to the discovery of oil and hydrocarbons, vernacular mud settlements
1900s. Prior to the discovery of oil and hydrocarbons, vernacular mud settlements were scattered were scattered on the
on
coastline
the of Qatar
coastline as fishing,
of Qatar trading,
as fishing, and
trading, andpearling
pearlingvillages
villagesalong
alongwith
withaafew few pastoral
pastoral villages
villages in
the hinterland. The The national
national population
population waswas less
less than
than 30,000,
30,000, and
and Doha,
Doha, the the capital
capital of
of Qatar, had a
population of 12,000 inhabitants
inhabitants [29].
[29]. In the 1950s, the country began a rapid rapid urban
urban revolution
revolution caused
by the
the influx
influxofofthe
thepetrodollar,
petrodollar, which
which was accelerated
was accelerated by the increase
by the in oilinrevenue
increase after after
oil revenue 1971. 1971.
By 2016,
By
the sprawling city of metropolitan Doha consisted of 1.4 million inhabitants
2016, the sprawling city of metropolitan Doha consisted of 1.4 million inhabitants [30]. [30].
Presently, since 90% of Qatar’s
Qatar’s population resides in Doha, the country has taken significant
towards constructing
steps towards constructingurban
urbaninfrastructure
infrastructure andand expanding
expanding its metropolitan
its metropolitan urbanized
urbanized area
area [31,32]. Urban megaprojects and large-scale neighborhood developments,
[31,32]. Urban megaprojects and large-scale neighborhood developments, such as Education City, such as Education
City, Katara
Katara Cultural
Cultural Village,
Village, Msheireb
Msheireb Downtown
Downtown Doha, Doha, and Lusail
and Lusail City,City,
as wellas well assatellite
as the the satellite
citiescities
and
and the 2022 World Cup stadiums (Figure 2), are entirely reshaping the urban
the 2022 World Cup stadiums (Figure 2), are entirely reshaping the urban fringe and fabric of Doha fringe and fabric of
Doha [33–35].
[33–35].
Figure
Figure 2.
2. The
Themain
mainmegaprojects,
megaprojects,satellite cities,
satellite andand
cities, World
WorldCup 20222022
Cup stadiums are shown
stadiums are shownon the
onmap
the
of
mapQatar. The The
of Qatar. megaprojects are are
megaprojects concentrated
concentrated along thethecoastline.
along coastline.The
Thesatellite
satellitecities
cities are
are also
constructed on
on aa large
largescale
scaleand
andhave
havereshaped
reshapedthe theurban
urban fabric
fabric of of Qatar
Qatar (source:
(source: thethe authors
authors based
based on
on {Qatar Ministry of Municipality and Environment,
{Qatar Ministry of Municipality and Environment, MME [36]). MME [36]).
The instant
instanturban
urbangrowth
growthininQatar,
Qatar,accompanied
accompaniedbyby
an an absent
absent national
national planning
planning framework,
framework, has
has produced
produced detrimental
detrimental impacts,
impacts, suchsuch
as as urban
urban sprawl,
sprawl, trafficcongestion,
traffic congestion,land
land value
value increase,
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:
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:
“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
review distributed
survey of theoreticalin studies
Septemberwere indicated
2019 to be the most
to 80 professionals appropriate
from for assessing agencies,
various governmental the performance
such as
of the
the selected
Ministry ofTOD.
Municipality and Environment (MME), Qatar Rail (QR), Qatar Museums Authority
(QMA),Subsequently,
and Ashghalbetween December
Public Works 2019 Six
Authority. andcategories
Februaryrevealed
2020, focus
from thegroup interviews
review were
of theoretical
arranged
studies with
were 40 participants
indicated to be thefrom
mostthe selected governmental
appropriate for assessing theagencies. Participants
performance of thewere required
selected TOD.
to complete an anonymous
Subsequently, betweenquestionnaire
December 2019 via email
and to highlight
February the relative
2020, focus group importance
interviews wereof each aspect
arranged
of success
with for the from
40 participants selected TOD (as
the selected per the pre-identified
governmental categories).
agencies. Participants wereIn addition,
required 40 end
to complete
users/citizens/respondents
an anonymous questionnaireresiding via email intothe area were
highlight interviewed
the relative (semi-structured
importance of each aspect interviews)
of successand for
asked to discuss and rate the selected indices and whether further relevant indicators
the selected TOD (as per the pre-identified categories). In addition, 40 end users/citizens/respondents must be listed
in the questionnaire.
residing in the area were interviewed (semi-structured interviews) and asked to discuss and rate the
In addition,
selected indices andinductive
whetherand deductive
further relevantmethods—gained
indicators must bethrough
listed in participatory
the questionnaire.observations,
directInsite observations, field studies, and on-site analysis—were utilized for
addition, inductive and deductive methods—gained through participatory observations, the collection of visual
direct
dataobservations,
site (cartographicfield
maps, aerialand
studies, views, andanalysis—were
on-site photographs). utilized
Namely,forsite theanalysis
collectionbased on graph
of visual data
theory provides
(cartographic a method
maps, of assessing
aerial views, the transformative
and photographs). Namely, potential of the based
site analysis Souq Waqif
on graph TOD and
theory
identifying
provides the gapsoftoassessing
a method be addressed in developingpotential
the transformative a sustainable
of theand
Souqadaptive planning
Waqif TOD scheme for
and identifying
site [53,56].
the gaps 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
territorialanalysis
analysisofofthe
theinvestigated
investigatedarea
areaand
and(ii)
(ii)the
the generation
generation ofof a vision
a vision as as a way
a way to
to produce
produce concrete
concrete ideas
ideas ofofthe
theinvestigated
investigatedarea’s
area’smetamorphosis
metamorphosisthrough throughspecific
specific design
design tools.
tools.
Particular emphasis
emphasis isisgiven
giventotothe
theinterplay
interplaybetween
between territorial
territorial analysis
analysis (network
(network analysis
analysis based
based on
on graph theory) and design exploration (the planning scheme).
graph theory) and design exploration (the planning scheme). The resulting planningThe resulting planning scheme
summarizes the framework that enhances the dependency between mapping and design. As aa result, result,
the proposed sustainable–adaptive planning scheme
sustainable–adaptive planning scheme is based on addressing and filling the gaps
highlighted through the territorially analyzed
analyzed design
design tools
tools of
of the
the investigation
investigation (Figure
(Figure 3).
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 TRAVEL DISTANCE
HISTORICAL-HERITAGE
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
4. The Case Study
Study Settings:
Settings: The
The Souq
Souq Waqif
Waqif Historical–Heritage
Historical–Heritage Site
Site of
of Doha
Doha
The
The Souq
Souq Waqif
Waqif (or
(or the
the local
local market)
market) is
is located
located in
in the
the district
district of
of Msheireb,
Msheireb, near
near the
the Museum
Museum of of
Islamic Art and the Corniche waterfront. This site, comprising an area of 164,000 square
Islamic Art and the Corniche waterfront. This site, comprising an area of 164,000 square meters, meters, is one
is
of
onethe
of top
the tourist destinations
top tourist within
destinations Doha
within andand
Doha displays Qatari-built
displays heritage
Qatari-built culture
heritage [21][21]
culture (Figure 4).
(Figure
4).
Figure
Figure 4. Map
4. Map and
and views
views ofofthe
theSouq
SouqWaqif
WaqifininDoha
Doha(source:
(the authors).
the authors).
Figure 4. Map and views of the Souq Waqif in Doha (the authors).
The Souq
The Souq Waqif,
Waqif, founded
foundedaacentury
centuryago
agototofacilitate
facilitatethe
thetrade
tradeofofprimarily
primarily livestock
livestock goods,
goods, was a
was
The Souq Waqif, founded a century ago to facilitate the trade of primarily livestock goods, was
alabyrinthine
labyrinthinemarket
marketnear
nearthe
the city’s
city’s waterfront.This
waterfront. Thispart
partofof the
the city
city was
was originally
originally onon
thethe shoreline
shoreline of the
a labyrinthine market near the city’s waterfront. This part of the city was originally on the shoreline
of the Arabian
Arabian Gulf developers
Gulf until until developers
beganbegan turning
turning the water’s
the water’s edgeedge
intointo
moremore
landland (Figure
(Figure 5). 5).
SouqSouq
Waqif
of the Arabian Gulf until developers began turning the water’s edge into more land (Figure 5). Souq
Waqif (which
(which meansmeans “standing
“standing market” market” in Arabic)
in Arabic) is a reference
is a reference harking harking
back toback to its beginnings
its beginnings as a
as a gathering
Waqif (which means “standing market” in Arabic) is a reference harking back to its beginnings as a
gathering
place place
around around
thearound the
riverbed riverbed Wadi Msheireb [42,57,58].
gathering place theWadi Msheireb
riverbed Wadi [42,57,58].
Msheireb [42,57,58].
Figure 5. Evolution maps from Ministry of Municipality and Environment (MME) (years: 1947–1952–
Figure Evolution
Figure 5. Evolution mapsmaps from Ministry
from Ministry of Municipality
of Municipality and Environment
and Environment (MME) (years:(MME) (years:
1947–1952–
1955–2005): location and historical profile of Souq Waqif (source: the authors’ graphical regeneration).
1947–1952–1955–2005):
1955–2005): location andlocation
historicaland historical
profile of Souqprofile
Waqif of Souq the
(source: Waqif (source:
authors’ the authors’
graphical graphical
regeneration).
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
shopping the
Over threewere
options decades preceding
developed the early
in Doha. 2000s,
In 2006, the market
the Souq Waqif was subjected
abandoned as malls
to both and other
restoration
and reconstruction to preserve its architectural and historical identity [59,60]. Due to the national
shopping options were
and reconstruction developed
to preserve its in Doha. In 2006,
architectural and the Souq Waqif
historical identitywas[59,60].
subjectedDuetotoboth restoration
the national
commercial, touristic, and cultural heritage significance of the site, the metro station located within
and reconstruction
commercial, to and
touristic, preserve its heritage
cultural architectural and historical
significance identity
of the site, [59,60].
the metro Due
station to thewithin
located national
Doha’s cultural core, bordering the Souq Waqif area, is expected to be one of the busiest nodes with
Doha’s cultural
commercial, core, bordering
touristic, and cultural the Souq Waqif
heritage area, is expected
significance to bethe
of the site, onemetro
of thestation
busiestlocated
nodes with
within
the highest ridership of the entire metro network [61]. Therefore, in this context, it is argued that a
the highest
Doha’s ridership
cultural of the entire
core, bordering themetroSouqnetwork [61].isTherefore,
Waqif area, expected in to this context,
be one of theitbusiest
is argued thatwith
nodes a
contextualized TOD is a key model for the sustainable adaptation of the Souq Waqif transit village,
contextualized
the highest ridershipTOD isofa the
keyentire
modelmetro for thenetwork
sustainable
[61].adaptation
Therefore,ofinthe Souq
this Waqifittransit
context, village,
is argued 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
contextualized TODwould
is aofkeyrevive
model theforspirit and
thethe life of theadaptation
sustainable urban fabric, which,
of the Souq in Waqif
turn, wouldtransitaffect
village,
city dwellers’ standards urban living and overall health and sustainability of the community.
city dwellers’ standards of urban living and the overall health and sustainability
and as such a TOD would revive the spirit and life of the urban fabric, which, in turn, would affect city of the community.
dwellers’
4.1. standards
Site Analysis of urban living and the overall health and sustainability of the community.
and Findings
4.1. Site Analysis and Findings
TheAnalysis
4.1. Site proposed strategy
and Findings for the urban regeneration of the Souq Waqif TOD is centered on the
The proposed strategy 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
The (i.e., between
proposed (i)
strategymapping (on-site analysis based on graph theory) and (ii) an urban design
proposal a master plan).for the
Therefore, urban
theregeneration of the
proposed framework Souq Waqif
focuses on TOD is centered
addressing on the
the gaps
proposal (i.e.,
dependency a master
between (i)plan).
mapping Therefore,
(on-site the proposed
analysis basedframework
on graph focuses
theory) onandaddressing
(ii) an the gaps
urban design
highlighted through the territorial analysis, which assesses the performance of the selected TOD
highlighted
proposal through
(i.e., theplan).
territorial analysis, which assesses the performance of addressing
the selectedthe TOD
based on the sixa indicators
master Therefore,
discussed already:the proposed
diversity, framework
density, focuses on
travel distance, connectivity, designgaps
based on
highlighted the six
through indicators discussed already: diversity, density, travel distance, connectivity, design
and destination, builtthe territorial
heritage, and analysis, which assesses the performance of the selected TOD based
preservation.
and destination, built heritage, and preservation.
on the six indicators discussed already: diversity, density, travel distance, connectivity, design and
4.1.1. Diversity
destination, 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,
4.1.1. Diversity
Sustainability
The Souq 2020, 12, x
Waqif 10 of 19
metro station is located within a site consisting of low- and medium-density
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 (Figure 6).
(a) (b)
Figure 6. Land use: (a)

(a) existing;
existing; (b)
(b) proposal
proposal (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.
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
Thepopulation
proposedconcentration
planning scheme aims to integrate high-density land such as residential buildings,
compared to the surrounding zones. Additionally, it is relatively high in its
single-family detached
establishment and attached
distribution, units,
with more thanand
75% mixed-use
used land. commercial units with flats or studios to
ensure a constant pedestrian
The proposed planningflow to aims
scheme andtofrom thehigh-density
integrate transit access within
land such a comfortable
as residential buildings,walking
single-family detached and attached units, and mixed-use commercial units
distance. This approach would help reduce the current high level of dependency on automobiles with flats or studios to
ensure a constant pedestrian flow to and from the transit access within a comfortable walking distance.
(currently the main means of transportation to/from and within the site), which is also supported by
This approach would help reduce the current high level of dependency on automobiles (currently the
the existence of a large new underground parking facility. The new metro station’s presence could
main means of transportation to/from and within the site), which is also supported by the existence of
reverse this trend
a large new through a surrounding
underground built
parking facility. environment
The new supporting
metro station’s high-density
presence could reverse thisdevelopment,
trend
integrated with aasurrounding
through mixed landbuiltuseenvironment
that is fullysupporting
accessible by publicdevelopment,
high-density systems (Figure 7). with a
integrated
mixed land use that is fully accessible by public systems (Figure 7).
(a) (b)
Figure
Figure 7. Density:
7. Density: (a)(a) existing;(b)
existing; (b) proposal
proposal(source: the the
(source: 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
Consideringwhich
distance, the infill
wouldof encourage
unused and the unbuilt
use of theareas,
metrothe area as
station, should
well asbewalking
planned andtocycling.
reduce travel
Furthermore, distance has critical implications for the viability of multimodal
distance, which would encourage the use of the metro station, as well as walking and cycling. public transport systems.
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.ofThe choicechoices
transport of these
anddifferent modes
indicate that of transportation
accessibility alone is not theis determinant
influencedfor bythe
various factors, such
use of these
as land transit
use, cultural, habitual,interviews
systems. Therefore, and practically reasoned
with households components.
and city dwellers within These factors
and around thecapture
site the
complexity of transport
would choices
allow us to better and indicate
understand that use
how people accessibility
walking andalone is as
cycling not themain
their determinant for the use
transportation
modes, where available (Figure 8).
of these transit systems. Therefore, 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).
(a) (b)
Figure 8.
Figure 8. Travel distance: (a)
Travel distance: (a) existing;
existing; (b)
(b) proposal
proposal (source:
(source: the
the authors).
authors).
4.1.4. Connectivity:
4.1.4. Connectivity: Transport
Transport Systems
Systems and
and Public
Public Spaces
Spaces
Doha isisanan
Doha automobile-dependent
automobile-dependent city,city,
as mostas of its urban
most of itsareas
urban sit within
areas sitlarge blockslarge
within surrounded
blocks
by multi-lane highways with grade separations that restrain
surrounded by multi-lane highways with grade separations that restrain pedestrian and cyclingpedestrian and cycling accessibility.
The Souq Waqif
accessibility. Theneighborhood is surroundedisbysurrounded
Souq Waqif neighborhood main streetsbythat mainarestreets
poorlythat
designed for pedestrian
are poorly designed
use, with large sidewalks dedicated to car parking. Considering these
for pedestrian use, with large sidewalks dedicated to car parking. Considering these settings, three settings, three systems are
proposed to enhance connectivity: street networks, reducing the use
systems are proposed to enhance connectivity: street networks, reducing the use of automobiles by of automobiles by encouraging
walking
encouraging and cycling,
walkingand andthe integration
cycling, and theofintegration
multimodaloftransit systems.
multimodal transit systems.
In promoting a less car-dominant lifestyle,
In promoting a less car-dominant lifestyle, the focus is on walkability the focus is on walkability
and cycling. These and cycling.
simple
These
modessimple modes of can
of transportation transportation
reduce reliance can on
reduce reliance
private cars for onshort-distance
private cars for short-distance
trips. However, several trips.
However, several respondents considered cycling to be an inappropriate
respondents considered cycling to be an inappropriate approach due to climatic and cultural barriers, approach due to climatic
and cultural
arguing that barriers,
humidityarguing and heat that humidity
might prevent and heat might
people from usingprevent people
bicycles asfrom
commonusingmodesbicyclesof
as common modes
transportation. of transportation.
In addition, the style of dress In addition,
for localthemalesstyleandoffemales
dress for local malesunsuitable
is considered and females for
is considered
cycling. unsuitable
The overall for cycling.
conservative The overall
culture of Qatarisconservative cultureaofbarrier
likewise creates Qataris tolikewise
cycling. creates
Another a
barrier to cycling. Another limitation to cycling is Qatar’s current urban
limitation to cycling is Qatar’s current urban structure, which is based on highway systems. An 800 structure, which is based on
highway
m trip fromsystems. An 800tomthe
Souq Waqif tripneighboring
from Souq Waqif park ofto the neighboring
Al Bidda takes 15 park
minofby Alcar,
Bidda takes
with two15changes
min by
car, with two changes in each direction and requires one to pass through
in each direction and requires one to pass through three traffic signals when there is no traffic. three traffic signals when
there is nothe
However, traffic.
sameHowever,
trip can the same through
be taken trip can be onetaken through pathway
line-of-sight one line-of-sight
using a pathway
bicycle inusingundera
bicycleminutes.
seven in underTherefore,
seven minutes. Therefore,
the bicycle the bicycleshould
infrastructure infrastructure should be
be integrated. The integrated.
climate isThe climate
restrictive,
is restrictive,
but cycling but cycling
remains remainsduring
suitable suitablethe during
halftheof half
the ofyear
the year
when when Qatar’s
Qatar’s weatherisispleasant.
weather pleasant.
Appropriate infrastructure, such
Appropriate infrastructure, such as as special
special pathways
pathways alongside
alongside streets
streets or
or bicycle
bicycle racks
racks and
and different
different
amenities should be developed.
amenities should be developed.
Other public
Other public transport
transport facilities
facilities include
include bus bus stations
stations that
that are
are accessible
accessible within
within the the 400
400 m m radius
radius
from the metro station location. However, However, these bus stops are not accompanied by shaded pedestrian
infrastructure. Therefore,
infrastructure. Therefore,pedestrian
pedestrian infrastructure
infrastructure andandbicycle laneslanes
bicycle shouldshould
be integrated with existing
be integrated with
transit systems,
existing which, in
transit systems, turn, in
which, should
turn, connect to majortometro
should connect majorlines.
metroIntermediate public spaces
lines. Intermediate public
supporting
spaces walkability
supporting and climatically
walkability and climatically adequate (shaded)
adequate pedestrian
(shaded) pedestrianconnections,
connections, in addition
in addition to
creating nodes for gathering and mixed-use commercial facilities
to creating nodes for gathering and mixed-use commercial facilities in between high-rise in between high-rise headquarters,
must be planned,
headquarters, must asbewell as pedestrian-
planned, as well as and cyclist-friendly
pedestrian- networks.
and cyclist-friendly networks.
Although the the Souq Waqif neighborhood is highly walkable and offersand
Souq Waqif neighborhood is highly walkable and offers diverse active and
diverse movement,
active
the level of the level
movement, area’sofwalkability in relation in
the area’s walkability to relation
its edgestoand surroundings
its edges is poor. Most,
and surroundings if not
is poor. all,
Most,
the
if notsurrounding streets have
all, the surrounding no decent
streets have no sidewalks. In this regard,
decent sidewalks. In thispedestrian connectivity
regard, pedestrian has been
connectivity
provided in three directions:
has been provided (i) to the north,
in three directions: (i) toleading to public
the north, leading governmental agencies and agencies
to public governmental the Corniche;
and
the Corniche; (ii) to the west, through the gold market and Souq Waqif; and (iii) to the south, with

(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 (Figure 9).
surroundings, taking advantage of the sea breeze and north winds (Figure 9).
(a) (b)
Figure 9. Connectivity: (a)
(a) existing;
existing; (b)
(b) proposal
proposal (source:
(source: the
the authors).
authors).
4.2. Design
4.2. Design and
and Destination
Destination Accessibility
Accessibility
The design
The design aspect
aspectrelates
relatestotoananefficient, well-designed
efficient, well-designed built environment.
built environment.It emphasizes
It emphasizessafe safe
and
smooth accessibility to transit stations, with the presence of amenities, such as benches,
and smooth accessibility to transit stations, with the presence of amenities, such as benches, street street furniture,
trees, andtrees,
furniture, landscaping along thealong
and landscaping way. the
This leads
way. toleads
This greater mobility
to greater by allowing
mobility peoplepeople
by allowing to moveto
around the city more swiftly and is thus considered an effort for achieving destination
move around the city more swiftly and is thus considered an effort for achieving destination accessibility [62].
Many of these
accessibility amenities
[62]. Many ofare found
these withinare
amenities thefound
Souq,within
such asthebenches, fountains,
Souq, such and street
as benches, furniture.
fountains, and
However, shading elements, signage systems, and free-gathering green spaces are
street furniture. However, shading elements, signage systems, and free-gathering green spaces are absent.
Moreover, 25% of the Souq area consists of open, empty areas at the edges, with no shelter or
absent.
use besides
Moreover, their functions
25% as transitional
of the Souq spaces.
area consists The Souq
of open, emptyalso lacks
areas a clear
at the bicycle
edges, withinfrastructure
no shelter or
within its boundaries and surroundings. Although connections within the Souq itself
use besides their functions as transitional spaces. The Souq also lacks a clear bicycle infrastructure have proven
within its boundaries and surroundings. Although connections within the Souq itself have proven
efficient, the area lacks easy and safe pedestrian and bicycle connections to its surroundings, as the
main priority for transportation
Sustainability 2020, 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 area lacks could
streets easy andbesafe pedestrian and
improved bicycle connectionsefficient
by incorporating to its surroundings,
signage as the
systems; 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 integrated
and station enhancements. Whilemultimodal
streets could beconnectivity, open spaces
improved by incorporating and signage
efficient stations could be
improved by inserting plazas and open spaces (placemaking to enhance the multimodal circulation
systems; bicycle lanes; safe, convenient, and comfortable environments for pedestrians and cyclists;
curb bump-outs and bright crosswalks; and integrated multimodal connectivity, open spaces and
network), bike stations, and local art installations and engaging in plaza and open space
stations could be improved by inserting plazas and open spaces (placemaking to enhance the
improvements, thereby
multimodal providing
circulation network),anbikeimproved userartexperience
stations, and local that
installations and is safe,
engaging convenient,
in plaza 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. Design
Figure 10.and destination
Design accessibility:
and destination (a)existing;
accessibility: (a) 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
of amenities and includes the socio-cultural enhancement of public life in the district [63].
The challenge in the preservation of built heritage extends beyond the physical design of
Thus, the sustainable–adaptive planning scheme for the Souq Waqif is strongly related to the approach
amenities and includesurbanism,
of anti-global the socio-cultural
which supports enhancement
the socio-cultural ofsustainability
public lifeofinthethe district
public realm [63].
and Thus, the
sustainable–adaptive planning
enriches the cultural scheme
heritage for the
of distinctive Souq
sites, Waqif
thereby is strongly
avoiding related
the enforcement to the approach
of imported lifeless of anti-
architectural forms, embracing the integration of a built form embedding
global urbanism, which supports the socio-cultural sustainability of the public realm and enriches the meaning of a place,
and emphasizing tangible and non-tangible sources of identity for individuals and communities.
the cultural heritage of distinctive sites, thereby avoiding the enforcement of imported lifeless
The Qatari city dwellers’ way of life, along with the area’s richness and cultural meanings, is locally
architectural forms, embracing
embedded within the urbanthefabric
integration
of the Souq ofWaqif,
a built form
even embedding
though the meaning
the site has been of a place, and
revitalized and
renewed in its construction and building techniques. Indeed, the principles
emphasizing tangible and non-tangible sources of identity for individuals and communities. of the neighborhood are
maintained in the Souq Waqif and encompass “the culture, traditions and values of a unified society and
The Qatari city dwellers’ way of life, 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 embedded
collective within theaurban
identity and fabric
high degree of the Souq
of environmental Waqif,[64].
awareness” evenSuchthough the site
principles musthas been revitalized
be highly
and renewed in its construction
integrated as a continuity ofand building
style techniques. Indeed,
in the sustainable–adaptive planning the principles
scheme of the
for the Souq neighborhood
Waqif
(Figure 11).
are maintained in 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).
(a) (b)
Figure 11.
Figure 11. Heritage
Heritage preservation:
preservation: (a)
(a) existing;
existing; (b)
(b) proposal
proposal (source:
(source: the
the authors).
authors).
Conclusions
5. Conclusions
The revenue from oil and gas exports has transformed Doha from a fishing village into a regional
economic hub. hub. However,
However,the thepast
past decade
decade of of rapid
rapid economic
economic andand urbanurban growth
growth has has decreased
decreased the
the standards of urban living. The city has been transformed into
standards of urban living. The city has been transformed into a car-dominant, multi-lane superblock a car-dominant, multi-lane
superblock environment
environment lacking sustainable
lacking sustainable modes of modes of transportation,
transportation, such such as as walkingand
walking and cycling.
cycling.
Consequently, under under QNV-2030,
QNV-2030, the the State
State of
of Qatar launched
launched the construction
construction of Doha Metro along
with the urban regeneration of urban villages located around the stations as aa comprehensive comprehensive strategystrategy
to pursue sustainable urban growth and urbanism.
This study aimed to explore the impact of the planned metro stations stations in the Souq Waqif
neighborhood as efficient transit-oriented developments (TODs). (TODs). The Souq lies within within approximately
approximately
the station,
800 m of the station, with
with clear
clear connections
connections and porosity: Its Its streets
streets are
are permeable,
permeable, walkable, and well
connected, withwith mixed
mixedland landusesusesand
andactive
activeground
ground floors.
floors.OnOn thethe
other
other hand, thethe
hand, Souq’s
Souq’sedges are not
edges are
well connected
not well to thetosurroundings
connected the surroundings and lackandpedestrian or cyclist
lack pedestrian oraccessibility, as streetsas
cyclist accessibility, arestreets
designed
are
to be dominated
designed by automobiles.
to be dominated by automobiles.
As aa result,
result,the the integration
integration of the
of the recreational
recreational spaces spaces
of parks,of parks,
children’schildren’s playgrounds,
playgrounds, public
public
seating,seating, and plazas,
and plazas, particularly
particularly to the to the of
west westtheofSouq,
the Souq,
would would
help help enhance
enhance the livability
the livability of
of the
the neighborhood. The close location of the Souq to the Al-Corniche
neighborhood. The close location of the Souq to the Al-Corniche water promenade is also of water promenade is also of crucial
relevance: thethe size
size of
of the surrounding
surrounding streets
streets should be decreased to promote the connection of the
heritage site
sitewith
with thethe
water promenade
water promenade and, as a result,
and, as a toresult,
enhance to the social, cultural,
enhance the social,andcultural,
architectural
and
sense of the heritage site.
architectural sense of the heritage site.
While parts of of this
this paper
papermay mayappear
appeartotobe beaacritique
critiqueofofexisting
existingpolicies
policies ororplans
plansororananattempt to
attempt
provide
to providea set of recommendations
a set of recommendations to alter and and
to alter improve
improvethesethese
plans, it is important
plans, to note
it is important to that
notethere
that
are currently
there no on-going
are currently on-going policies
policies ororplans
plansrelated
relatedtotoTODs
TODsininQatar,Qatar,other
otherthan
thanthe
the brief
brief conceptual
mention of of transit-oriented
transit-orienteddevelopment
developmentinin QNDF-2032.
QNDF-2032. TODTOD is aisvery
a veryrecent theoretical
recent approach
theoretical that
approach
we aim to promote in Qatar to establish planned schemes for further
that we aim to promote in Qatar to establish planned schemes for further implementation and implementation and adoption by
responsible
adoption bystakeholders.
responsible An urban regeneration
stakeholders. An urban planning TOD scheme
regeneration planning is urgently
TOD schemerequired in Qatar,
is urgently
specifically
required in for heritage
Qatar, sites, as
specifically discussed
for heritage throughout the paper.
sites, as discussed throughout the paper.
6. Discussion
6. Discussion
The assessment
The assessmentofofthe
theSouq
Souq Waqif
Waqif neighborhood
neighborhood through
through the the
keykey criteria
criteria of TODs
of TODs allowed
allowed us to
us to define recommendations for elements that were found to be missing in the Souq
define recommendations for elements that were found to be missing in the Souq Waqif but couldWaqif but
contribute to the main principles of TOD, including pedestrian and bicycle infrastructure, traffic-
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 Qatar University (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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sustainability

Keywords: transit-oriented developments (TODs); urban regeneration planning scheme; standards of

Sustainability 2020, 12, 7927; doi:10.3390/su12197927 www.mdpi.com/journal/sustainability

2.1. The TOD as a Model for Sustainable Urban Regeneration

2.2.2. Cultural Heritage

3. The Research Design

3.1. Literature Review

3.2. Data Collection and Site Analysis (Graph Theory)

THE RESEARCH DESIGN

DESIGN AND DESTINATION

BUILT HERITAGE PRESERVATION

MIXED-USED URBAN FABRIC

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

Figure 6. Land use: (a)

Sustainability 2020, 12, x 13 of 19

4.3. Built Heritage Preservation

37. Rizzo, A. Metro Doha. Cities 2013, 31, 533–543. [CrossRef]

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