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Category Archives: Urban design
Unbelievable fact about modern lifestyles
Season’s Greetings from all of us at Urban Synergies currently on study tour through India.
New Paradigm for Sustainable Development
Since I have devoted my life to Urban Synergies – the team and I worked very hard but took sufficient time to develop a new paradigm for sustainable urban development that includes health and well-being as well as ethical behaviour as a core principle.
Since the “Brundtland Report – Our Common Future” in 1987 and the “Limits to Growth” from 1972 what we commonly understand under “sustainable development” does simply not deliver.
Critical reflection is needed! The latest measurements of IPCC report on global greenhouse gas emissions showing alarming levels and industry is working with a model that does very little or not enough to drive positive change. We know that more that 50 per cent of the world wide population lives now in urban conditions and at the same time cities are the greatest contributor and emitters of pollution threatening human health. Only when we acknowledge our collective bio history, critically reflect and collaboratively work towards a new paradigm we will be able to sustain us.
We are committed! To make a meaningful contribution and to help creating a better world we introduce Urban Synergies healthy sustainable development model.
Should you have any questions relating to our model we would love to hear from you. Feel free to visit our website www.urbansynergies.org
Shaping healthy communities- Urban Synergies study tour in Mexico..learning together without borders! Be part of it and share the love for future generations.
Get moving: cities fit for life through better research and policy advice
Get moving: cities fit for life through better research and policy advice
Just came across this excellent blog piece on Active Living. In the Australian context – University of Canberra, University of NSW and University of Melbourne are delivering similar research for better policy outcomes.
Source: http://sustainablecitiescollective.com/node/172911
Many cities around the globe are home to dangerous roads, social stigmas that bicycling is “for the poor,” and urban designs that neglect walking and bicycling. Photo by Slightly-less-random.
Cities around the globe are seeing a creeping problem of growing physical inactivity, due in part to the lack of pleasurable every-day walking and bicycling. While in some cities there are ample facilities for a refreshing commute on bicycle, a leisurely stroll to the neighborhood market or park, or the ability to walk to high-quality public transport, many of the world’s metropolises are home to dangerous roads, social stigmas that bicycling is “for the poor,” and urban designs that neglect walking and bicycling.
The Problem
Physical inactivity currently causes 3.2 million deaths worldwide every year, and a growing number of the world’s inactive population comes from low- and middle-income countries. In Brazil people have become more sedentary – physical activity is expected to decrease by 34% from now to 2030. In China, where physical activity already plunged 46% between 1991 and 2009, it is expected to decrease by an additional 51% by 2030. Behind these numbers are sinking levels of active transport, such as walking or biking. Beijing, once known as the bicycle kingdom, has seen the cycling share of total trips plunge from 62% in 1986 to 16% in 2010 while private car trips have increased their share from 5% to 34%. A study in China showed that as people purchased vehicles they became more obese over time, a trend most evident among men, with another study in Colombia showing similar results. This trend has revealed itself across Asia, Latin America and even in Africa where motorization is currently occurring at a lower rate, but where urbanization will boom in the coming decades.
But among policy and decision-makers, the issue remains largely under the radar – and justifiably so. There is little, and in some countries no existing body of research on how to effectively promote active mobility as it pertains to physical activity, let alone basic information on household travel. Many cities’ travel surveys cover only vehicular modes, leaving out walking altogether.
Nevertheless, there is a nascent body of useful research on things such as improvements in mass transport, the built environment (street density, access to parks and traffic safety), efforts to close streets on weekends for Ciclovias, mostly in Latin America, as well as studies trying to determine the context of the physical activity and transport relationship.
The Fix
With an opportunity to do more, EMBARQ has been working with the International Development Research Centre (IRDC) of Canada to identify research that could inform effective policies and actions that increase active transport in low- and middle-income countries. After a recent workshop with researchers and decision-makers in a variety of sectors from transport to health to housing and land use, three broad categories have been identified.
- First, research is needed that shows the economic and quality of life benefits of active transport. Decision-makers need information to take action. The more we understand about how active transport connects to priorities such as economic development, climate change, traffic safety, air quality, traffic congestion or social equity, the better prepared we will be to make the needed changes to cities. One current tool to build on is the WHO Health Economic Assessment Tool for walking and cycling, mostly applicable now to the developed world.
- Second, with many stigmas, policies processes and other issues connected to why or why not active transport succeeds, research is needed on how political and other forces play a role. Examples include comparative studies of policies (e.g. Ciclovias), reviews of cultural and political needs and opportunities.
- Last but certainly not least, research should provide practical information on how urban design and transport projects can bolster active transport through street networks, BRT and Metro, bicycle infrastructure design, access to parks and public spaces, and bicycle sharing to name a few. Examples include a review of key design characteristics that promote walking in Bogota, or assessing urban design and the relation to active living in China.
One participant of the workshop noted that research regarding physical activity and transport is a relatively new one, which has existed for 15 years in the United States but has been absent until the past few years in the developing world. Providing the necessary research on this issue will require mobilizing resources from a variety of fields from health, transport, housing, parks & recreation, environmental organizations, urban planning and others to come together. If done right, we could see more people walking and bicycling their way to healthier lives against the challenges of urban growth and personal motorization.
For whom or what is your city been built for?
Next weekend the world leaders in EcoMobility will meet in Suwon, Korea and discuss ways how we can enable healthier urban systems. Places that make it easy for you to be personally mobile and be friendly to the planet! The EcoMobility world festival will showcase in district scale a conventional vehicle free urban system. I look forward to some engaging discussions with other speakers and participants.
You can learn more under www.ecomobility2013.iclei.org or www.ecomobilityfestival.org/
Photos provided by ecosia, greenpeace and GHM.
Integrative urban design – Be part of the conversation at the 2013 PIA Congress
One of the main problems an urban designers day –to-day life is how to achieve the best design outcomes that benefits all members of the community on the ground. Many challenges come with it including:
Poor information – often reliability of data or even insufficient data makes it hard to create a viable case;
Lack of awareness – appreciation for good urban design from both sides the developer and the future occupant can be an issue;
Unpredictable market development – timing is everything- the property market fluctuates and if the market is on a low it can become a barrier to good design outcomes;
High land value – reduced profit margins will leave less room for any extra investments;
Short-term thinking – as our financial systems is structured to allow planning horizons to be funded for 3 to 5 years. This means it is hard to engage businesses in long-term improvements when usually quick fixes and well-intended ad hoc works are the prevalent form of commitment;
Skill deficit – a significant challenge on both sides of the spectrum in development processes are often represent through a low level of urban design skill that prevents best practice delivery of good design.
If these are some of the challenges you have identified in your professional capacity and also see them only as a mean rather the end to making a difference on the ground –come and join the conversation at the “Integrative Urban Design Master class” as part of the 2013 Congress of the Planning Institute of Australia on the 27th March.
I can look forward to exchange ideas and visions with some exiting distinct panel discussants such as:
- Dr. Susan Parham, Head of Urbanism, Centre for Sustainable Communities University of Hertfordshire, UK;
- Bill Chandler, Director, Chandler Consulting Services Pty. Ltd.;
- Neil Savery, Immediate Past President of the Planning Institute of Australia;
- Gay Williamson, Design Policy Manager, ACT Government, Environment and Sustainable Development Directorate;
- Kuga Kugathas, Senior Transport Planning Manager, ACT Government, Environment and Sustainable Development Directorate;
- Dr. Andrew MacKenzie, Assistant Professor of Landscape Architecture, University of Canberra;
- Chris Millman, Director, Cox Architecture;
Further information can be obtained from the following website http://www.piacongress.com/.
10 EASY IDEAS TOWARDS A BETTER BICYCLE STRATEGY
The following ideas and suggestion may benefit the process of creating a better bicycling strategy and hopefully healthier urban fabrics in the long run. However it’s also based on the assumption that content research, data collection has been undertaken for your particular local government area prior overlaying these suggestions.
- 1. Compelling
A good bicycling strategy should carry through a compelling lifestyle message that is aligned with the long- term vision of your city or municipality e.g. a sustainable, prosperous, healthy and liveable. This needs to be supported by strong and imaginative visuals throughout the strategy and I don’t mean just male dominated sport cyclists.
- 2. Goal setting
Be clear about your most powerful message in your current political environment of your city. Have a realistic target and focus on how do get there- this should be the new reality on the horizon of your urban environment. Have an integrated and whole of government approach as part of the exercise.
Prevent unrealistic expectation by communicating projected budget allocations early. As long you don’t have the money you will find it hard to implement actions.
- 3. Communication of benefits
Instead of focusing on the issues, celebrate the potential benefits that every member of the community will have because of this strategy. For example economical benefits, CO2 emission savings, less road network congestions, less air and noise pollution, social inclusion, safer, health benefits, happier and more child friendly environments.
Stylish easy to read graphs, facts, simple and consistent language/ terminology should make it easy for all members of the community to understand the bicycling strategy.
Use before and after shots or photomontages, illustrate in sections of the strategy different bicycle users in different problem situation and show what you might be able to do about it as part of the strategy.
- 4. Community consultation
Include holistically active and meaningful engagement opportunities for the community members and stakeholders groups. For example arrange sessions where the existing users are: coffee shops, at street festivals, at workplaces, in schools and universities, at popular bicycle destinations. No one knows a network better than the people who are using it every day.
Most importantly ensure that the community is empowered, feels that you have heard them and you understand what needs to be done. Therefore effective prioritisation and inclusion of innovative concepts support commitment and vision.
Do it proper in the first instance as it will save you a lot of hassle and time later!
- 5. Pure happiness
Evidence suggested that people that are more physical active as part of their daily routine enjoy incredible physical and mental health benefits. Harness this energy and celebrate the civil community through colourful and inclusive images that aim to mainstream bicycling in your community. Make sure images are from your local community and are high in quality. Do this in the strategy documents, at consultation sessions as well as use these images for campaigns afterwards.
- 6. Convenience mapping
Demonstrate in easy to read maps that you are seeking to create a network of convenience for bicycle users. Make sure that members of the community understand that is very much part of an ongoing conversation and by no means a map that is set in stone. You are keen to hear more and create ongoing conversation channels with the community e.g. bicycle hotline, online portal, Bicycle Advisory group to the government. Utilise projects that are already working in the city very well and celebrate these early wins and commit to what you can do with projected budget in the future and perhaps do it even better!
- 7. Bicycle brand label
Branding is very much part of the contemporary zeitgeist and if you are committed to make a valuable contribution to a bicycle revolution- show leadership by creating with the community a unique and strong brand label. Supported by a strong slogan or claim this should be included and integrated in many of your city programs e.g. tourism (cups, t-shirts, stickers, flags), active transport (stencilled on the paths, displayed on traffic messaging boards, in busses), health messaging (TV adds, workplaces), infrastructure provision (in bus shelters, on water bubblers, light poles, community message boards, shop fronts).
- 8.Comfort and safety
Comfort and safety comes first -provide options on how to achieve realistic, sustainable and better network maintenance. Demonstrate pride and include some of your local government staff members from the maintenance team in the strategy and communication e.g. in images showing them at work.
As one size doesn’t fit all – address what want people perceive as a serious safety barrier to bicycling more often. Stick with the realistic arguments, as we won’t be able to change the weather. Apply the following hierarchy:
- Children and older members of the community
- Families
- Students
- Urban ‘hipsters’
- Employees (commuter cyclists)
Showcase solutions such as some big-ticket items e.g. new separated off road bike lane or child friendly neighbourhoods, as well as small but effective ways that can have a big impact e.g. bike priority on intersection.
- 9. Time travel
The contemporary urban society is often suffering on the perceived issue of not enough time and therefore you need to think about of ways how to improve the real time travelled on bicycles in a direct and effective manner. A dear colleague of mine Dr Paul Tranter has done some excellent work on “effective speeds” in urban environments and strongly suggests getting hold of some of his research findings.
As part of demonstrating the benefits of short travel times on bike perhaps think about the introduction of digital message boards that display travel times for bicyclist compared to vehicles along selected routes. This can be powerful in creating strong messages for behaviour change.
Focus also on how people may go further and quicker by considering new infrastructure such as bicycle highways in appropriate parts your city, or better integration with other means of travel e.g. bike’n’ride or bike racks on all busses.
10. Summary
Make sure you are able to have a summary of your entire strategy on one page available. This should include referencing of modal split as well as cross- references to head topics in the strategy itself with projected targets. Include links to the ongoing communication stream. This is useful for you in meetings and for every stakeholder or interested party to advocate for the collective ideas to make your city a better, healthier and more liveable place.
Cosiness in the city- integrated and healthy urban design ideas
Innovative governance yet the biggest challenge to make Canberra future proof
Let’s face it – the ‘dry’ and not so sexy stuff in urban design matters too. Of course is good fun to talk about quality urban design outcomes and the colourful bicycle culture..but..if we want to be serious about providing a healthy environment for us and for future generations we need to make sure that we treat Canberra as a collection of small towns with one higher services centre (civic), many of the with they own set of shops, commercial, businesses and most importantly utilise the different community wisdom – working together in the spirit of empowerment, collaboration and content awareness.
Who are we?
In the year 2006, 333,940 people lived and spread over 2,358 square km in the ACT with a population density of 142.1 people per square km. This is overall for a capital city exceptionally low and provides a number challenges in terms to providing equal services to it’s population in particular with its growing Greenfield developments, with regards to our sustainability paradigm and health to is residents.
What can we celebrate?
It is also quite remarkable that we can enjoy access to some of the country highly regarded institutions such as the National Library, National Museum, National Gallery, National Portrait Gallery, National Film and Sound Archives, Australian National University etc.
I’d like to point out that the word ‘national’ occurs frequently in the names and underpins Canberra’s status as the national capital with significance. In other words the average Canberra household is living predominantly a small town environment with a comparable excellent access level to formal social infrastructure. Often referred to overall comparable high quality lifestyle.
Having mentioned all that it becomes self evident that we can treat Canberra as a collection of towns with national significance.
Let’s cross-reference internationally!
Germany and Australia- despite two major differences a) a 20 year policy head start and b) most of the collective dwelling history started before the age of car – I’d like to compare the earlier mentioned set of data to one of Germany’s largest regional district called Landkreis Potsdam- Mittelmark in the state of Brandenburg. Its size is approximately 2,575 square km with a population of 204,594 (2010). Population density account to 79 people per square km.-
A closer look!
Let me draw for you a better picture of the Landkreis Potsdam Mittelmark. The region contains ten largish towns (more than 10,000 people each) spread over the area. Given that it’s geographically closely connected to state capital Potsdam, which has similar amount formal institution as Canberra (UNESCO world cultural heritage) and offers a high level of sophisticated services to its population.
So if you add up Potsdam’s stats with these from the Landkreis we achieve an overall geographical size of 2,762.38 square km and overall population of 359,200. The city has a density of 825 people per square km and allows a high level of green transport choices including light, heavy rail, busses – hint economy of scale- as well as a excellent network of walking and cycling infrastructure.
How are we actually performing?
In both cases, the ACT and Potsdam/ Landkreis Potsdam Mittelmark, provide similar service level, commercial activities and offer public transport for its residents. Each suburb/town has a slightly different spirit and mix of interest groups, but interestingly both perform differently through comparing energy and transport matters in a spatially sense?
Both have a large amount of national park or conservation areas, Potsdam and Potsdam Mittelmark 25 in total- Canberra with the National Capital Open Space System and Alpine Parks in the south.
The share of renewable energy sources in the German case increased in just 6 years from 4.2 % (2000) to 34,4 % (2006). The latest data shows a further increase to 47 % in 2008. Due to the average 4.2 to 4.7 hours sunshine per day, they use a mix of renewable energy sources ranging from biomass, wind, solar and geothermal. Simultaneously the overall electricity consumption is declining, made possible through effective communication, empowerment, collaboration, new technologies leading to behaviour change resulting in 3.3 tonnes of CO2 per capita.
Canberra invested recently a lot in solar energy with its individual subsidies/ feed in- tarif and the recent announcement to construct it’s first large scale solar facility. Also the ACT Government released recently its ‘Weathering the Change Action Plan Stage 2’ strategy and is currently using 9.2 global hectares per capita (2009), of which is 12 % is electricity related consumption.
Transport wise the German case ranges from 37% private vehicle share in Potsdam and 50 % private vehicle as the choice of transport in the regional area. This means even in an environmentally aware society the car will still have a role to play in the short to medium term.
However the difference between Potsdam and its surrounding regional area indicates that the car doesn’t have to be the king.
In a built environment that is compact enough to create convenience for all it’s people, with a diversity of land uses, high quality destinations, quality open space network it is possible to reach a higher modal split (20 % bicycle, 23 % walking, 20% public transport). In areas further away from Potsdam, compact towns achieve a share of 30 % people walking and bicycling and 8 % public transport. It is also important to mention that there is a gap in the modal share as the rest may use heavy rail to get into the main centre. The current methods of data collection point out that lack of data.
In terms of the Canberra case – the ‘Transport for Canberra’ strategy indicated a historical car dominance and commitment to create a better and more equitable as well as holistic transport network choices through a bus- and potentially light rail network. There is also a solid amount of active travel work integrated.
Canberra’s modal split in 2006 was 5 % walking, 2.5 % cycling, 7.9 % public transport and 84.6 % private vehicle. The new target is to have 7% walking, 7% cycling and 16 % public transport by 2026.
This is very ambitious as it refers to travel to work trips only and in accordance to the research findings of Jan Gehl around 80 % of active travel trips are account for not work related trips.
Strong links with the planning strategy have been taken into consideration and a commitment to a compact city approach is welcome.
But the work has really just started, if we want get rid of the white elephant!
In conclusion both cases are comparable on a number of items, the German case shows a lot of success stories with a history of 10 years in good policy implementation – in accordance to Agenda 21- that supports innovative governance and cooperation rather a traditional government approach.
Citizen control, delegated power and partnerships are needed to ensure overall success.
However, in the German case not everything worked out either, because one big limitation was the financial disparity between remote areas and the urban centre.
The ACT Government is showing a great deal of commitment and honest intend (strategies are in place)- let’s just hope that on implementation level structural disparities can be bridged and good outcomes achieved by a) acknowledging the spatial differences and b) achieving a good governance model that embraces and supports collective community wisdom.
