2.2 MODELACIÓN HIDROLÓGICA
2.2.2 MODELO HIDROLÓGICO
Many authors agree that the design of green, grey, green-‐grey and integrated streets and elements is very site-‐specific. Biddulph (2012) suggests that it is crucial to understand the surrounding land use prior designing walkable street environments, in order to ensure the street design is appropriate for the amount of foot traffic. For example, a street design for a residential area adjacent to a
commercial hub may be different to that of a quiet neighbourhood street. A number of studies within the review state the importance of understanding how outside factors can influence various infrastructure elements. For example, when designing biofiltration cells/swales or permeable
pavement, one must be aware of water table conditions, soil drainage and soil types (Chapman & Horner, 2010; Page et al., 2014), as well as the possibility of pollutant exfiltration (Bäckström, Viklander, & Malmqvist, 2006; Hatt, Fletcher, & Deletic, 2009) and clogging (Page, Winston, Mayes, et al., 2015). Each element must be tailored to address relevant issues, as every setting is unique.
C O N C L U S I O N
A clear system for the definition of green, grey and green-‐grey infrastructure developed within this research could improve and add clarity to inter-‐disciplinary communications. The findings suggest that defining green, grey and green-‐grey infrastructure at the street scale by the physical
components which make up the infrastructure elements was effective. While all three types of infrastructure proved to be multi-‐functional, green-‐grey infrastructure had the widest breadth of various functions. The literature showed a wide variation in disciplinary scope and geographic origins, signifying a strong multi-‐disciplinary trend as well as the prominence of specific types of infrastructure in certain climatic conditions. This research also highlighted the complex and multi-‐ disciplinary nature of residential street retrofits. When it comes to effective green, grey or green-‐ grey infrastructure retrofit design, there is no single universal template. While there is a wealth of examples of successfully implemented street retrofits, designs must always be tailored explicitly to their climatic, geological, land use and cultural surroundings.
While a number of barriers to the successful implementation and design of innovative infrastructure in suburban streets have been identified, these can contribute to a greater understanding of how the barriers could be managed. The issue of potentially high costs of retrofitting streets with green, grey and green-‐grey infrastructure could be balanced by lower government health expenditure and the pay-‐offs of long-‐term cost effectiveness. Spatial constrains frequently encountered in the literature could be addressed by thoughtful integration of various elements, along with targeting already wide post-‐war suburban street settings for retrofitting. Negative resident perceptions and lack of
utilization could be overcome by aesthetically designed street retrofits, education of residents and collaborative design approaches. As the aged post-‐war suburbs of new-‐world countries become increasingly deteriorated, retrofitting the streets with innovative and integrated green, grey and green-‐grey infrastructure could be one of the best ways to ensure they become healthy, safe and desirable places to live in the future.
Limitations of the research
Although this review attempted to include all the relevant years possible, it was limited up to the year 2015, meaning that it will only remain relevant for a number of years before needing to be updated. The available data was a relatively small sample.
Opportunities for further research
While the research examining street-‐wide infrastructure integration tends to have a strong
anthropocentric focus, the number of implemented projects explored by such studies suggests that
vital role in getting retrofit projects implemented, and further study of these projects could present an avenue for implementing more integration of green and grey infrastructure within street retrofits. Further research into how integration could be achieved would be valuable in order to understand how designers can make better use of the limited carriageway space whilst accommodating the
maximum number of landscape services. Investigation into how the process of a street retrofit takes
place would be also be useful, as well as research that would determine what must be considered for each infrastructure element present in a best-‐practice retrofitted street. Finally, it would be
interesting to apply the green, grey and green-‐grey definition framework at a broad range of spatial scales to test and refine its effectiveness.
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