Green Urbanism and its Application to Singapore

Green urbanism has been applied to cities but not in Asia. Seven characteristics of green urbanism are outlined and then applied to Singapore. The Renewable City is not yet a concept for Singapore. The Carbon Neutral City is being developed for an island Palau Ubin and by some firms but not to significant sectors or parts of urban Singapore. The Distributed City is being developed around Singapore’s polycentric model but needs specific infrastructure plans similar to ones developed by Singapore for Tianjin Eco-City. The Biophillic City is being developed as a world first through its Skyrise Greenery initiative and urban landscaping. The Eco-Efficient City is also being demonstrated through Singapore closing the loop on their water and solid waste systems. The Place Based City is very evident in all its 22 sub centres. And the Sustainable Transport City is an Asian leader in integrated transport planning though there are signs of this becoming harder to achieve

Inequitable walking conditions among older people: examining the interrelationship of neighbourhood socio-economic status and urban form using a comparative case study

<p>Abstract</p> <p>Background</p> <p>Supportive neighbourhood walking conditions are particularly important for older people as they age and who, as a group, prefer walking as a form of physical activity. Urban form and socio-economic status (SES) can influence neighbourhood walking behaviour. The objectives of this study were: a) to examine how urban form and neighbourhood SES inter-relate to affect the experiences of older people who walk in their neighbourhoods; b) to examine differences among neighbourhood stakeholder key informant perspectives on socio-political processes that shape the walkability of neighbourhood environments.</p> <p>Methods</p> <p>An embedded comparative case study examined differences among four Ottawa neighbourhoods that were purposefully selected to provide contrasts on urban form (inner-urban versus suburban) and SES (higher versus lower). Qualitative data collected from 75 older walkers and 19 neighbourhood key informants, as well as quantitative indicators were compared on the two axes of urban form and SES among the four neighbourhoods.</p> <p>Results and discussion</p> <p>Examining the inter-relationship of neighbourhood SES and urban form characteristics on older people's walking experiences indicated that urban form differences were accentuated positively in higher SES neighbourhoods and negatively in lower SES neighbourhoods. Older people in lower SES neighbourhoods were more affected by traffic hazards and more reliant on public transit compared to their higher SES counterparts. In higher SES neighbourhoods the disadvantages of traffic in the inner-urban neighbourhood and lack of commercial destinations in the suburban neighbourhood were partially offset by other factors including neighbourhood aesthetics. Key informant descriptions of the socio-political process highlighted how lower SES neighbourhoods may face greater challenges in creating walkable places. These differences pertained to the size of neighbourhood associations, relationships with political representatives, accessing information and salient neighbourhood association issues. Findings provide evidence of inequitable walking environments.</p> <p>Conclusion</p> <p>Future research on walking must consider urban form-SES inter-relationships and further examine the equitable distribution of walking conditions as well as the socio-political processes driving these conditions. There is a need for municipal governments to monitor differences in walking conditions among higher and lower SES neighbourhoods, to be receptive to the needs of lower SES neighbourhood and to ensure that policy decisions are taken to address inequitable walking conditions.</p

From the Sum of Near-Zero Energy Buildings to the Whole of a Near-Zero Energy Housing Settlement: The Role of Communal Spaces in Performance-Driven Design

Almost a century ago Modernism challenged the structure of the city and reshaped its physical space in order to, amongst other things, accommodate new transportation infrastructure and road networks proclaiming the,nowadays much-debated ‘scientificated’ pursuit of efficiency for the city. This transformation has had a great impact on the way humans still design, move in, occupy and experience the city. Today major cities in Europe, such as Paris and London, are considering banning vehicles from their historic centers. In parallel, significant effort is currently underway internationally by designers, architects, and engineers to integrate innovative technologies and sophisticated solutions for energy production, management, and storage, as well as for efficient energy consumption, into the architecture of buildings. In general, this effort seeks for new technologies and design methods (e.g., DesignBuilder with EnergyPlus simulation engine; Rhicoceros3D with Grasshopper plugin and Ecotect, Radiance and EnergyPlus tools) that would enable a holistic approach to the spatial design of Near-Zero Energy buildings, so that their ecological benefits are an added value to the architectural design and a building’s visual, and material, impact on its surrounding space. The paper inquires how the integration of such technological infrastructure and performance-orientated interfaces changes yet again the structure and form of cities, and to what extent it safeguards social rights and enables equal access to common resources. Drawing from preliminary results and initial considerations of ongoing research that involve the construction of four innovative NZE settlements across Europe, in the context of the EU-funded ZERO-PLUS project, this paper discusses the integration of novel infrastructure in communal spaces of these settlements. In doing so, it contributes to the debate about smart communities and their role in the sustainable management of housing developments and settlements that are designed and developed with the concept of smart territories

Costs of automobile dependence: Global survey of cities

Automobile dependence is assessed in terms of its direct and indirect costs for 37 global cities. The data show that cities with the most car use, road provision, and urban sprawl have the highest road expenditure, the least transit cost recovery, the most spent on commuting, the highest external costs from road deaths and emissions, and the largest proportion of city wealth going into transportation. As well, the newly developing Asian cities are showing that their automobile-oriented planning is proving to be costly in economic and environmental terms. The costs of automobile dependence in a globally competitive urban environment cannot be simply rationalized away due to apparent or perceived benefits of automobile-based lifestyles

Transportation energy in global cities: sustainable transportation comes in from the cold?

The energy, environmental and social benefits of sustainable transportation, i.e. public transit, biking and walking, have long been recognized but are now mainstream in global and local transportation policy debates. However, the economic value of sustainable transportation has always been seen as secondary, unless many external costs were included. The results of a new global study show that cities with significant sustainable transportation systems have reduced costs on road construction and maintenance; better operating cost recovery and fuel-efficiency; fewer road accidents and less air pollution. In overall terms, the percentage of city funds going to transportation is reduced. The data show that cities with the most roads have the highest transportation costs and the most rail-oriented cities have the lowest. Further, the most sprawling cities have the highest direct and indirect costs for transportation. Thus, strategies to contain sprawl, to reurbanize, to build new rail systems into car-dependent suburbs with focussed sub-centers, and to facilitate biking and walking, not only will improve energy efficiency but will reduce costs to the economy of a city. Strategies that build freeways and add to sprawl will do the opposite. Trends indicate that moves toward sustainable urban patterns are beginning. The need to operationalize sustainable transportation strategies in planning and engineering practice and in the politics of infrastructure funding remains a major challenge. Some cities are showing how this can be done

TRANSPORT AND URBAN FORM IN THIRTY-TWO OF THE WORLD\u27S PRINCIPAL CITIES

A study of 32 major world cities shows that there are very clear relationships between transport and urban form. Economic factors such as income and petrol price are less important than the direct policy instruments of the transport planner and urban planner, such as the relative provision of infrastructure for automobiles and rapid transit, or the density of population and jobs. Transport and urban planning policies are developed with quantitative guidelines that can help cities ease their dependence on the automobile, for example, by increasing population densities where these are under 30 per hectare

Can we overcome automobile dependence? Physical planning in an age of urban cynicism

Cities around the world are struggling to reduce their automobile dependence and its impacts. One of the most significant tools in this struggle is physical planning, but at a time when it is most needed there are many commentators who have lost all confidence in planning. Such cynicism is analysed in terms of three approaches summarized as: 'People always buy more space and more mobility', 'Just get the price right' and 'It'll be OK anyway'. The underlying issues are discussed based on the politics of planning, the politics of pricing, the moral dimension and hope for the common good in cities. Together they suggest that there is a very important role for physical planning in our cities